9999 SEMI-TRAILER SEMI-TRAILER

0 recalls — 3 complaints

No recalls found for this vehicle.

Complaint Statistics

3 total complaints

Top Reported Components

Component	Complaints
POWER TRAIN	1
BACK OVER PREVENTION	1
ELECTRICAL SYSTEM	1

Incident date: Aug 22, 2025

The contact owns a 2019 Ford Flex. The contact received notification of NHTSA Campaign Number: 24V951000 (Back Over Prevention); however, the part to do the recall repair was not yet available. The contact stated that the manufacturer had exceeded a reasonable amount of time for the recall repair. T... Read more

Incident date: Aug 22, 2025

The contact owns a 2004 Chevrolet Impala. The contact stated that while driving approximately 40 MPH, the vehicle suddenly decelerated to approximately 20 MPH, and the instrument panel went black. The contact stated that the vehicle lost power steering functionality, and then lost motive power and s... Read more

Incident date: Sep 10, 2024

The contact owns a 2022 Chrysler Pacifica. The contact stated that the transmission was slipping. Additionally, the brakes were making an abnormal squeaking sound. The Lane Departure warning light was illuminated. The TPMS warning light was illuminated. There was an abnormally loud rattling sound co... Read more

NHTSA Safety Investigations — SEMI-TRAILER SEMI-TRAILER

Investigations opened by NHTSA into potential safety defects. These are separate from recalls and may or may not result in a recall.

DP — Closed

Semi-Trailer Rear Impact Guard

The Office of Defects Investigation (ODI) received a petition dated August 18, 2022, requesting an investigation of collisions of passenger vehicles and vulnerable road users (pedestrians, bicyclists, or motorcyclists) with van-type (also known as box) semi-trailers that result in significant injur... ies or death due to a lack of effective rear impact guards (RIGs). No specific trailer manufacturer or equipment supplier was identified. The petition itself can be viewed at https://www.nhtsa.gov/recalls?nhtsaId=11481272. The petition acknowledges that the issues presented may be addressed by the actions the agency is taking pursuant to the Bipartisan Infrastructure Law (BIL). The petitioners cite crashes exemplifying their concerns, including those in NHTSA’s Fatality Analysis Reporting System (FARS), stating that there are “hundreds of underride deaths and serious injuries annually from collisions with semitrailers.” Petitioners observe that from 1994 to 2015, FARS reports 1,803 rear underride deaths, and further assert that FARS is “known to underreport these deaths.”This data, according to petitioners, "indicate[s] that semitrailers without effective [RIGs] contain a defect that presents an unreasonable risk.” Petitioners also submitted to NHTSA, between January 30 and May 15, 2023, various materials—the vast majority of which were over 200 news articles pertaining to fatal incidents involving a heavy truck. NHTSA reviewed these materials. Of the news articles, over a third regarded the same crash event, or regarded a non-crash event. Through extensive additional research, ODI determined that twenty-two of the events involved van-type (or “box”) semitrailers. Of those twenty-two events, ODI was able to identify the trailer manufacturer in nine; however, none of the model years could be determined. There were no crash reports of vulnerable road user fatalities or injuries included in the materials received from the petitioners. Approximately one month before submission of the petition, NHTSA updated the Federal Motor Vehicle Safety Standards (FMVSS) for RIGs (FMVSS 223 and 224). See 87 FR 42339. FMVSS provide minimum safety standards for vehicles or items of motor vehicle equipment sold in the United States. Such rulemaking efforts involve extensive research and analysis, including requirements to consider economic impacts. NHTSA relied on a collection of crash databases and published research to update these FMVSS. Among other sources, NHTSA used the University of Michigan Transportation Research Institute (UMTRI) study of Trucks Involved in Fatal Accidents (TIFA) in updating the FMVSS for RIGs—not the Fatality Analysis Reporting System (FARS) data that petitioners claim underreport deaths from collisions with semitrailers. See 87 FR 42354. These updated standards replace the original standards released in 1996, and adopt requirements similar to the Canada Motor Vehicle Safety Standard (CMVSS) 223 for RIG protection. They provide for upgraded protection in crashes where the passenger motor vehicle hits the center of the rear of the trailer or semitrailer, and crashes in which 50 percent of the width of the passenger motor vehicle overlaps the rear of the trailer or semitrailer. The updated standards went into effect on January 11, 2023, and have a compliance date of no later than July 15, 2024. The updated standards also satisfy BIL requirements. 87 FR 42342. Further, pursuant to BIL, in July 2022, NHTSA published a notice soliciting nominations for an advisory committee on Underride Protection, to provide advice and recommendations to the Secretary of Transportation on safety regulations to reduce underride crashes and fatalities relating to underride crashes. See 87 FR 40346. In April 2023, NHTSA announced 16 members of that committee, which include petitioner Marianne Karth as well as another representative of underride crash victims. The committee is further comprised of representatives of truck safety organizations; motor vehicle crash investigators; law enforcement; labor organizations; motor vehicle engineers; the insurance industry; motor carriers, including independent owner-operators; and truck and trailer manufacturers. In addition to the advisory committee, NHTSA previously announced several additional actions related to truck trailer underride safety, including improving data collection of underride crashes by recommending inclusion of underride data in state crash data systems and by providing educational materials to state and local police departments on identifying and recording underride crashes. NHTSA is also conducting research on rear impact guard designs that better protect occupants of passenger vehicles in even more rear underride crash scenarios. NHTSA, with the Federal Motor Carrier Safety Administration (FMCSA), published a pamphlet in August 2022—which was distributed to law enforcement through various channels—that explains how to identify and record such crashes (this pamphlet is available at https://www.nhtsa.gov/sites/nhtsa.gov/files/2022-08/Underride-Crash-Pamphlet_071522_v6a-tag.pdf). After consideration of the petition, including the reports provided by the petitioners, NHTSA believes the issues raised are best addressed through its recent rulemaking and the ongoing actions under BIL. Accordingly, NHTSA has decided not to open a defect investigation, and the petition is denied. The denial of this petition does not foreclose the agency from taking further action if warranted or making a future finding that a safety-related defect exists based upon additional information the agency may receive.Read more

DP — Closed

Semi-Trailer Side Underride Guards

See the attached evaluation report.

SEMI-TRAILER SEMI-TRAILER — All Years Overview

Complete safety history for the SEMI-TRAILER SEMI-TRAILER across all model years.

0 Total Recalls

3 Total Complaints

2 Investigations

0 Reported Crashes

0 Reported Fires

0 Reported Deaths

Vehicle Safety

Consumer Safety

Infrastructure

Public Health

9999 SEMI-TRAILER SEMI-TRAILER

Complaint Statistics

Top Reported Components

NHTSA Safety Investigations — SEMI-TRAILER SEMI-TRAILER

SEMI-TRAILER SEMI-TRAILER — All Years Overview