Complaint Statistics
24 total complaints
4 crashes 10 fires 3 injuries
Top Reported Components
| Component | Complaints |
|---|
| ELECTRICAL SYSTEM:IGNITION:SWITCH | 6 |
| ELECTRICAL SYSTEM:IGNITION | 3 |
| FUEL SYSTEM, GASOLINE:STORAGE:TANK ASSEMBLY | 2 |
| SUSPENSION:FRONT | 2 |
| ENGINE AND ENGINE COOLING:ENGINE:GASOLINE | 2 |
| TIRES | 2 |
| EQUIPMENT:APPLIANCE:AIR CONDITIONER | 1 |
| FUEL SYSTEM, GASOLINE:STORAGE:AUXILLARY TANK | 1 |
| VISIBILITY:DEFROSTER/DEFOGGER/HVAC SYSTEM | 1 |
| FUEL SYSTEM, GASOLINE:CARBURETOR SYSTEM | 1 |
Incident date: Mar 27, 2001
VEHICLE FAILS TO START AFTER KEY IS IN IGNITION. VEHICLE TOWED. WAS INFORMED BY MECHANIC PROBLEM WAS IN IGNITION MODULE.*AK *SLC
THE SEATS OF THE VEHICLE ARE BADLY BROKEN AND ARE DANGEROUS. *MJS
Incident date: Jan 1, 1999
VEHICLE SHUTDOWN WITHOUT PRIOR WARNING. VEHICLE ACTED LIKE IT WANTED TO STALL.ALSO,VEHICLE WILL START BACK UP. DEALERSHIP WAS AWARE.*AK
Incident date: Sep 1, 2000
TIRE TREAD SEPARATION CAUSING CRASH INTO CONRETE BARIER I HAVE THE STILL INFLATED TIRE WITH THE TREAD THAT CAME OFF( DOT NUMBER: HYHLF7A069 TIRE SIZE: P235/75R15 )
Crash
1 injured
Incident date: Jul 1, 1996
JUST TO LET YOU KNOW FOR YOUR DATA BASE THAT THESE TIRES WERE PURCHASED AFTER MARKET, SO FORD HAD NOTHING TO DO WITH IT. ONE TIRE ROLLED THE TREAD RIGHT OFF, SEPARATING RIGHT UNDER THE STEEL BELT. BUT THE TIRE HELD AIR. IT HAPPENED ON A MOUNTAIN ROAD, AT ABOUT 85 DEGREES. I USED THE OTHER 3 TIRE
... S UNTIL THEY HAD ABOUT 50,000 MILES ON THEM WITHOUT ANY OTHER PROBLEMS. HADN'T HEARD ABOUT ANY ISSUE AT THAT TIME SO I DIDN'T REPORT IT.( DOT NUMBER: TIRE SIZE: 235X15 )Read more
Incident date: Sep 1, 1999
THIS IS THE SECOND BRONCO THAT I HAVE OWNED THAT THE DRIVER SEAT HAS FAILED. THE BACK OF THE SEAT FALLS BACK. *AK
VEHICLE EXPERIENCES CONTINUED STALLING DUE TO FAULTY IGNITION SWITCH (TFI MODULE), RECALL ON COMPONENT HOWEVER VEHICLE NOT INCLUDED AND DENIED. MJS
FUEL TANK SHIELD RUSTED THROUGH AND BEGAN TO LEAK. (1ST VEHICLE ON DOC# 530326)
Incident date: Oct 7, 1995
VEHICLE FIRE DUE TO FAULTY IGNITION SWITCH.(ATTORNEY FOR CONSUMER).
Fire
VEHICLE CAUGHT FIRE.
Fire
Incident date: Jul 21, 1996
WHILE DRIVING VEHICLE CAUGHT ON FIRE IN THE ENGINE. FIRE COULD BE ELECTICAL. PLEASE DESCRIBE DETAILS.
Fire
Incident date: Feb 26, 1996
TRAILER HITCH BALL BROKE, CAUSING TRAILER TO DETACH/ACCIDENT. (NEW JERSEY STATE POLICE REPORT)*SD
Crash
Incident date: Apr 12, 1996
ELECTRICAL SHORT, CAUSING THE VEHICLE TO CATCH ON FIRE, (FIRE STARTED IN THE SPEAKER). *AK
Fire
Incident date: Apr 12, 1996
ELECTRICAL SHORT, CAUSING THE VEHICLE TO CATCH ON FIRE, (FIRE STARTED IN THE SPEAKER). *AK
Fire
Incident date: Dec 20, 1995
AN ELECTRICAL SHORT CAUSED THE IGNITION SWITCH AND WIRES IN THE STEERING COLUMN TO BURN AFTER STARTING THE VEHICLE. PLEASE DESCRIBE.
Fire
Incident date: Dec 20, 1995
AN ELECTRICAL SHORT CAUSED THE IGNITION SWITCH AND WIRES IN THE STEERING COLUMN TO BURN AFTER STARTING THE VEHICLE. PLEASE DESCRIBE.
Fire
Incident date: Dec 11, 1992
VEHICLE LOST CONTROL/SERVED, RESULTING IN ROLLOVER/ACCIDENT/INJURY. *SD
Crash
1 injured
Incident date: Dec 11, 1992
VEHICLE LOST CONTROL/SERVED, RESULTING IN ROLLOVER/ACCIDENT/INJURY. *SD
Crash
1 injured
Incident date: Feb 5, 1995
REPLACEMENT OF IGNITION SWITCH, MORE SERVICE DONE HAD DRIVEN THE VEHICLE DAYS IN FOR REPAIR AND WHILE PARKED CAUGHT FIRE EA95-002 ACTIVE. TT
Fire
Incident date: Jun 12, 1995
HAD A GAS LEAK CAUSE BY FAULTY CARBURETOR WHICH CAUSED A FIRE. TT
Fire
Incident date: Sep 30, 1994
HEATER MOTOR/FAN NOT PROTECTED BY VENT SCREEN, ALLOWING PINE NEEDLES TO ENTER SYSTEM, RESULTING IN A FIRE. *AW
Fire
Incident date: Apr 1, 1993
REPLACED FUEL TANKS TWICE, STILL LEAK. TT
Incident date: Apr 1, 1993
REPLACED FUEL TANKS TWICE, STILL LEAK. TT
Incident date: Feb 21, 1995
I M SENSOR CAUGHT ON FIRE WITHOUT ANY PRIOR WARNING. TT
NHTSA Safety Investigations — FORD BRONCO
Investigations opened by NHTSA into potential safety defects. These are separate from recalls and may or may not result in a recall.
PE — Closed
— Model Year: 2021
Low-pressure fuel pump failure
On July 29, 2024, the Oï¬ce of Defects Investigation (ODI) opened PE24019 to investigate complaints of low-pressure fuel pump failures in MY 2021 Ford Bronco vehicles. Some consumers reported that the failure occurred without warning while driving, resulting in a complete loss of motive power wi
... th no ability to restart the engine. Ford determined that several other vehicle models contain low-pressure fuel pumps substantially similar to the 2021 Ford Bronco, including the 2022-2023 Ford Bronco, 2018-2023 Ford F-150, 2022-2023 Ford Expedition, 2019-2023 Lincoln Navigator, 2020-2023 Ford F-250-F-550, 2024 Ford Super Duty Chassis Cab, 2024-2025 Ford Ranger, 2020-2023 Ford Explorer, 2020-2023 Lincoln Aviator, and 2021-2025 Ford Mustang. ODI's investigation found that the aï¬ected vehicles may lose fuel pressure and ï¬ow from the fuel delivery module (consisting of a low-pressure fuel pump, jet pump, reservoir, and other parts) due to a low-pressure pump failure. This can cause the engine to stall while driving. The root cause is reduced internal clearance in the fuel pump, increasing friction and sensitivity to vapor lock. Fuel blockage from contamination inside the jet pump also contributed to the failure. Ford stated that the contamination source was unknown. On July 7, 2025, Ford ï¬led recall 25V-455 for certain 2021-2023 Ford F-550 SD/F-450 SD/F-350 SD/F-250 SD, 2021-2022 Lincoln Navigator, 2021-2022 Ford Mustang, 2021-2022 Ford F-150, 2021-2023 Ford Explorer, 2022 Ford Expedition, and 2021-2023 Ford Bronco vehicles produced between July 1, 2021, and July 30, 2022. The recall also included certain 2021-2023 Lincoln Aviator produced between July 1, 2021, and December 21, 2022. Ford explained in its recall filingthat the production dates used for the recall were based on changes in the manufacturing process. Specifically, Ford determined that in June 2021, the supplier modified the jet pump manufacturing process, producing fuel pump chambers with a lower-than-specified internal clearance. In July 2022, the supplier implemented corrective actions to the manufacturing process by adding two additional vacuum pumps to reduce contamination during the production of the jet pump. ODI has identified approximately 1,000 reports involving vehicles covered in this investigation but excluded from recall 25V-455. However, even with such reports, these vehicles experienced comparatively lower failure rates than the vehicles that are subject to Recall 25V-455. Ford has explained that these vehicles were excluded from the recall population because they did not experience the manufacturing changes that prompted the recall. Specifically, according to Ford, vehicles built before July 1, 2021 (the recall production start date), were not affected by the supplierâs change to the jet pump manufacturing process. Even after closing this investigation, ODI will continue to monitor complaints for vehicles excluded from recall 25V-455 to consider whether they exhibit the same risks as the vehicles encompassed by the recall. The recall remedy is currently under development. In view of Fordâs recall action, ODI is closing this Preliminary Evaluation, but will continue to monitor the issue as a remedy is developed and implemented. ODI will take additional action if warranted by future circumstances. To review the reports cited in the Closing Resume ODI Report Identiï¬cation Number document, go to NHTSA.gov.Read more
EA — Closed
— Model Year: 2022
Loss of Motive Power
On July 22, 2022, the Office of Defects Investigation (ODI) granted a Defect Petition (DP22001) and opened a Preliminary Evaluation (PE22007) to investigate allegations of loss of motive power in model year (MY) 2021 Ford Bronco vehicles equipped with 2.7L EcoBoost engines. Complainants were reporti
... ng sudden engine failure while driving resulting in a loss of motive power, often without the ability to restart. During PE22007, the cause of engine failure and loss of motive power in the subject vehicles was determined to be intake valve fracture, and the full scope of vehicles affected by the subject defect was identified as all MY 2021-2022 Ford and Lincoln models equipped with either the 2.7L or 3.0L EcoBoost engines, referred to as the âNanoâ engine family. If an intake valve fractures in the subject engines, it may drop into the cylinder and contact the piston, often resulting in catastrophic engine damage. On September 29, 2023, PE22007 was upgraded to an Engineering Analysis (EA23002) to further investigate the subject defect across the full scope of affected vehicles. During EA23002, ODI visited Ford facilities to review technical information related to intake valve fracture in âNanoâ engines, coordinated with NHTSAâs Vehicle Research and Testing Center (VRTC), and analyzed updated field data relating the subject defect. Forensic analysis of fractured intake valves demonstrated that the defective components exhibited âgrinding burnâ or out of specification hardness in the area of the keeper grooves. The presence of grinding burn is evidence that during the groove grinding phase of production, the temperature of the valve became sufficiently high to alter the microstructure of the material and is indicative that the valve supplierâs manufacturing processes were not within control specifications. Grinding burn results in a hard, brittle microstructure and high residual stresses toward the surface of the valve. Through normal engine loading, a valve with grinding burn will likely fracture at the area of highest vulnerability, which is the third keeper groove. In its response to the EA23002 Information Request (IR) letter, Ford provided evidence of 396 customer complaints (including field reports), 825 warranty claims, and 936 engine exchanges. When considering both ODI and manufacturer failure report data, there have been reports representing 1066 unique vehicles within the subject vehicle population. Analysis of the failure report data demonstrates that vehicles equipped with potentially defective intake valves were built within a production âspike periodâ of May 2021 â October 2021. The beginning of the spike period corresponds to a ramp up in production at the valve supplier manufacturing facility, and the end of the spike period aligns with the implementation of several mid-production process improvements and the decision to change the metal alloy used to produce intake valves from âSilchrome Liteâ to âSilchrome 1â. Ford began investigating the subject defect in July 2021, determined the root cause, and took corrective measures for the new production vehicles. Analysis of the failure report data demonstrates that these corrective actions were successful in eliminating the risk of intake valve fracture for subject vehicles produced after October 2021. However, Ford did not take any field action to address vehicles produced during the spike period, and in the several months following the implementation of the production changes, a significant number of field failures continued to occur. It is Fordâs assessment that not all valves produced during the spike period are defective, and that failures associated with the subject defect occur at low time in service. Analysis of the failure report data demonstrates that the vast majority of failures have occurred before 20,000 miles with over half of all reported failures occurring before 5,000 miles. The rate of reported failures related to the subject defect has steadily decreased since November 2021. ODI coordinated with NHTSAâs National Center for Statistics and Analysis (NCSA) to conduct statistical analysis and predict the number of future failures associated with the subject defect. The results of this analysis, and the trends identified through the failure report data are generally consistent with Fordâs assessment that defective intake valves will likely fail at a low time in service and indicate that the majority of subject vehicles equipped with defective valves have already experienced a failure. On August 23, 2024, Ford submitted recall 24V635 for subject vehicles equipped with âNanoâ engines and built within the production spike period identified above (total population 90,736 vehicles). The remedy includes an inspection at a Ford/Lincoln dealership where the lifetime engine cycles of the vehicle will be determined. If a vehicle does not meet a threshold for lifetime engine cycles, the dealership will conduct a high RPM engine cycle accumulation procedure, which aims to identify if the vehicle is equipped with defective intake valves. Any vehicle that fails the accumulation procedure will receive an engine replacement under the recall. In addition to recall 24V635, Ford has stated that it will launch customer satisfaction campaign 24N12, which will provide extended warranty coverage to the subject vehicles through the earlier of 10 years or 150,000 miles. In view of the recall action being taken by Ford, ODI is closing this Engineering Analysis. To review the reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.Read more
PE — Closed
— Model Year: 2021
Loss of motive power due to valve intake failure on Ford Bronco vehicles.
The Office of Defects Investigation (ODI) received a petition dated March 16, 2022, requesting an investigation regarding allegations of defective intake valves in model year (MY) 2021 Ford Bronco vehicles equipped with the 2.7L Eco-boost (âNanoâ) engines. The petitioner alleged these
... vehicles are experiencing loss of motive power at any highway speeds with no-restart as a result of catastrophic engine failures. To date ODI is aware of 42 submitted Vehicle Owner Questionnaires (VOQâs) alleging a loss of motive power. On July 22, 2022, ODI opened a Preliminary Evaluation (PE22-007) to investigate allegations of stalling/loss of motive power on the subject vehicles. Upon receiving Fordâs Information Request (IR) response, ODI learned Ford was aware of 110 consumer complaints (including field reports), 125 warranty claims and 136 engine exchanges related to the 2021 Ford Bronco. Fordâs response indicated these failures are across the âNanoâ engine family, which includes both the 2.7L and 3.0L EcoBoost engine variants with a total estimated population of 708,837 vehicles. Additionally, ODI became aware that the subject engines contained intake valves that were manufactured out of a specific alloy known as âSilchrome Liteâ, which can become excessively hard and brittle if an over-temperature condition occurs during machining of the component. The overly brittle intake valve can fracture at the keeper grove causing the intake valve to freely contact the piston, resulting in catastrophic engine failure. A design modification was implemented in October 2021, which changed the intake valve material to a different alloy known as âSilchrome 1â, that is less susceptible to over-temperature during machine grinding. ODI is upgrading this PE to an Engineering Analysis (EA23-002) to better understand the failure mechanism identified by Ford and to ascertain the complete scope. To review the reports cited in the attached Closing Resume ODI Report Identification Number document, go to NHTSA.govRead more
DP — Closed
— Model Year: 2021
Loss of Motive Power
The Office of Defects Investigation (ODI) received three petitions on March 17, March 18, and March 29, 2022, which requested a defect investigation into an alleged defect of the valves on model year (MY) 2021 Ford Bronco vehicles equipped with the 2.7L Eco-boost engines. The petitioners alleged tha
... t MY 2021 Ford Broncos vehicles are experiencing loss of motive power at highway speeds with no-restart due to catastrophic engine failures.On May 27, 2022, ODI opened this Defect Petition to evaluate whether to grant or deny the petition.ODI has identified 26 Vehicle Owners Questionnaires (VOQs) that relate to the alleged defect in the subject vehicles. Based on ODI's review of the applicable materials, including VOQs, NHTSA has decided to grant the petition and open a Preliminary Evaluation (PE22-007) to assess the scope, frequency, and potential safety-related consequences of the alleged defect.Accordingly, this Defect Petition is closed.The ODI complaints cited above can be reviewed at NHTSA.gov under the following ODI numbers:11448171, 11448461, 11450659, 11450702, 11450737, 11450788, 11450871, 11450879, 11451158, 11451503, 11451957, 11452074, 11452692, 11453669, 11453933, 11454098, 11455294, 11456219, 11456713, 11459262,11460124, 11460125, 11461178, 11463199, 11463296, 11464516.Read more
RQ — Closed
— Model Year: 1992
PARKING BRAKE
There is no summary currently available
PE — Closed
— Model Year: 1988
FORD TRUCK INCONSISTENT VEHICLE CONTROL.
SEE CLOSE RESUME
PE — Closed
— Model Year: 1989
FLOORBOARD FRACTURE
There is no summary currently available
PE — Closed
— Model Year: 1982
FRONT BRK CALIPER SEIZURE
ANALYSIS:ALLEGEDLY, DURING BRAKE APPLICATION THE DISC BRAKE CALIPERSSEIZE, RESULTING IN EXCESSIVE PULL AND/OR FRONT BRAKE LOCK-UP.SOMEREPORTS CITE A COMPLETE LOSS OF VEHICLE CONTROL RESULTING IN UNFOREWARNEDAND UNAVOIDABLE TRAVEL INTO OPPOSING TRAFFIC LANES.CONSUMERS CLAIM THATSERVICE PERSONNEL HAVE
... CONSISTENTLY ATTRIBUTED THE PROBLEM TO THE USE OFPHENOLIC PISTONS WHICH OVERHEAT AND SEIZE IN THE CALIPER BORES.INFORMATION PROVIDED BY THE MANUFACTURER DISCLOSED THE COMPLAINT, ACCIDENT,AND INJURY STATISTICS TABULATED ABOVE.OTHER MANUFACTURER-SUPPLIED DATADISCLOSED THAT TWO DESIGN CHANGES WITH POTENTIAL RELEVANCE TO THIS MATTERWERE MADE DURING THE PRODUCTION YEARS IN QUESTION.IN OCTOBER 1981, THESPECIFICATION OF THE MAXIMUM OUTSIDE DIAMETER OF THE PISTON WAS DECREASEDBY 0.0250 MM AND THE MINIMUM INSIDE DIAMETER OF THE CALIPER PISTON BOREINCREASED BY 0.024 MM.THESE CHANGES WERE MADE TO REDUCE THE POSSIBILITYOF PREMATURE WEAR OF THE FRONT DISC BRAKE PADS.A SECOND DESIGN REVISIONWAS MADE IN SEPTEMBER 1986 TO REDUCE INADVERTENT CHIPPING OF THE CALIPERPISTONS DURING BRAKE PAD REPLACEMENT.WARRANTY CLAIM DATA WERE INCONCLUS-IVE IN IDENTIFYING A FAILURE TREND ACCOMPANIED BY RISK OF ACCIDENTS.THE HISTORY OF BRONCO BRAKE PULL/DRIFT COMPLAINTS DISCLOSED THAT FORD HADKNOWLEDGE OF THE PROBLEM.AN AUGUST 1986, FORD TRUCK INTEROFFICE LETTERDISCUSSED THE PHENOMENON AND PROVIDED SUGGESTIONS TO REMEDY THE PROBLEMIN THE FIELD.THE CONDITION WAS DEFINED AS RECESSION STEER, MANIFEST TOTHE VEHICLE OPERATOR AS DRIFT OR PULL UPON BRAKE APPLICATION.IN FACT,THE SENSATION WAS ATTRIBUTED TO A NET STEER TO THE LEFT WHEN THE FRONTSUSPENSION MOVES REARWARD UNDER BRAKING FORCES.CONCLUSION:SEIZURE OF THE FRONT CALIPER PISTONS HAS NOT BEEN IDENTIFIEDAS THE ORIGIN OF THE ALLEGED PROBLEM.ADDITIONALLY, THE HISTORICAL DATAALLEGING LOSS OF VEHICLE CONTROL, ACCIDENTS, AND INJURIES DO NOT IDENTIFYA SAFETY-RELATED DEFECT IN EITHER THE BRAKING OR SUSPENSION SYSTEM OF THESUBJECT VEHICLES.======Read more