[Federal Register Volume 68, Number 183 (Monday, September 22, 2003)]
[Notices]
[Pages 55076-55079]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-23959]


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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration


Denial of Motor Vehicle Defect Petition, DP03-003

AGENCY: National Highway Traffic Safety Administration (NHTSA), DOT.

ACTION: Denial of petition for a defect investigation.

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SUMMARY: This notice describes the reasons for denying a petition 
(DP03-003) submitted to NHTSA under 49 U.S.C. 30162, requesting that 
the agency conduct a ``Petition Analysis * * * specific to problems of 
Vehicle Speed Control linkages which results [sic] in sudden, 
unexpected excessive acceleration even though there is no pressure 
applied to the accelerator pedal.''

FOR FURTHER INFORMATION CONTACT: Bob Young, Office of Defects 
Investigation (ODI), NHTSA; 400 Seventh Street, SW., Washington, DC 
20590. Telephone: (202) 366-4806.

SUPPLEMENTARY INFORMATION: In a petition dated April 25, 2003, Mr. 
Peter Boddaert requested NHTSA to conduct a Petition Analysis 
``covering Lexus cars, model years 1997 to 2000, model series 300 & 
400.'' Mr. Boddaert, made this request after experiencing at least 
three events involving alleged unintended engine speed increase in his 
model year (MY) 1999 Lexus LS 400. The third of these resulted in a 
crash when his vehicle rear-ended another stopped at a traffic light. 
According to the petitioner, his Lexus was inspected by multiple 
dealers, and no mechanical

[[Page 55077]]

cause was ever identified that would explain what happened in any of 
the three incidents.
    In support of his petition, Mr. Boddaert cites a number of consumer 
complaints in NHTSA's database concerning ``vehicle speed control'' in 
the subject vehicles. Included among the thirty-six reports he cites is 
one involving a Lexus that ``collided with five other cars in the space 
of one half mile before it could be stopped.''
    NHTSA has reviewed the material cited by the petitioner. The 
results of this review and our analysis of the petition's merit is set 
forth in the DP03-003 Petition Analysis Report, published in its 
entirety as an appendix to this notice.
    For the reasons presented in the petition analysis report, there is 
no reasonable possibility that an order concerning the notification and 
remedy of a safety-related defect would be issued as a result of 
granting Mr. Boddaert's 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.

    Authority: 49 U.S.C. 30162(d); delegations of authority at CFR 
1.50 and 501.8.

    Issued on: September 15, 2003.
Kathleen C. DeMeter,
Acting Associate Administrator for Enforcement.

Appendix--Petition Analysis--DP03-003

1.0 Introduction

    On May 13, 2003 the National Highway Traffic Safety 
Administration (NHTSA) received an April 25, 2003 letter from Mr. 
Peter Boddaert asking the agency to conduct a ``petition analysis'' 
of 1997 through 2000 model year (MY) Lexus 300 and 400 series 
vehicles (subject vehicles) for ``problems of Vehicle Speed Control 
linkages which results [sic] in sudden, unexpected excessive 
[vehicle] acceleration even though there is no pressure applied to 
the accelerator pedal.'' In support of his petition, Mr. Boddaert 
cites consumer complaints he found on NHTSA's Web site concerning 
``vehicle speed control'' in the subject vehicles. Included among 
these reports is one involving a Lexus that ``collided with five 
other cars in the space of one half mile before it could be 
stopped.''
    The petitioner contends that, of the 271 Lexus-related 
complaints in NHTSA's consumer complaint database, 36 (13%) have 
been coded by the agency as relating to ``vehicle speed control.'' 
According to the petitioner, this report frequency indicates there 
is a ``significant'' safety concern with the subject Lexus vehicles.
    To buttress his claim, the petitioner relates his own experience 
as follows:

In my own case, I own [owned, he has since traded for another 
vehicle] a 1999 Lexus LS400 and have experienced this problem at 
least three times. The first time was reported to NHTSA on ODI 
[complaint] 760680. The most recent occurrence was on 
Friday April 17th in the state of Virginia when, without warning and 
without me touching the accelerator pedal the car accelerated 
forward rear ending the car ahead of me. For this I received a 
police citation. On the previous occasions when this has happened 
the car has been to the Lexus dealer for inspection. Each time the 
dealer says they cannot replicate the problem and can find nothing 
wrong. From all the other ODI reports, the response from the dealer 
is the same.

    In analyzing the petitioner's allegations and preparing a 
response, we:
    [sbull] Reviewed the petitioner's April 25, 2003 letter and two 
other complaints he filed with the agency on April 14, 2003 and 
April 28, 2003, both concerning unintended engine speed increase in 
his MY 1999 LS 400.\1\
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    \1\ In the first complaint (ODI 760680), he alleges 
``Engine revs to extremely high rpm (-5000) with no throttle input 
from driver.'' In the second complaint (ODI 10017631), he 
simply reports ``The vehicle experienced sudden acceleration.''
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    [sbull] Reviewed a report documenting NHTSA's study of sudden 
acceleration. ``An Examination of Sudden Acceleration'' was 
published in January 1989 and is available from the National 
Technical Information Service; Springfield, VA 22161, as report 
number DOT-HS-807-367.
    [sbull] Reviewed two NHTSA reports (MF99-002 and MF99-002-
Supplemental) concerning a fatal sudden acceleration crash occurring 
in Minneapolis, MN on December 4, 1998.
    [sbull] Reviewed information gathered and analyzed during 
NHTSA's assessment of petition DP99-004 (Sudden Acceleration, MY 
1988 Lincoln Town Car).
    [sbull] Reviewed information gathered and analyzed during 
NHTSA's assessment of petition DP02-005 (Sudden Acceleration, MY 
1991-95 Jeep Cherokee/Grand Cherokee).
    [sbull] Reviewed information gathered and analyzed during 
NHTSA's Preliminary Evaluation, PE02-035 (Brake/Acceleration Pedal 
Separation-- Ford Taurus/Sable MY 2000-2001).
    [sbull] Reviewed our consumer complaint database for ``sudden 
acceleration'' and/or ``vehicle speed control'' related reports 
received through July 9, 2003 concerning Lexus, Cadillac, and 
Lincoln vehicles.
    [sbull] Reviewed vehicle manufacturer information provided to us 
during various sudden acceleration investigations.
    [sbull] Inspected a MY 1999 Lexus LS 400 to assess the operation 
of its various engine and brake control systems and their interface 
with the driver.
    [sbull] Obtained vehicle production quantity information from 
Wards.
    [sbull] Reviewed various Lexus vehicle service manuals.
    [sbull] Reviewed various Lexus vehicle owner manuals.

2.0 The Issue of Sudden Acceleration

2.1 ``Sudden Acceleration (SA)''

    The term ``sudden acceleration'' (SA) has been used (and 
misused) to describe vehicle events involving any unintended speed 
increase. However, the term properly refers to an ``unintended, 
unexpected, high-power acceleration from a stationary position or a 
very low initial speed accompanied by an apparent loss of braking 
effectiveness.''\2\ The definition includes ``braking 
effectiveness'' because operators experiencing a SA incident 
typically allege they were pressing on the brake pedal and the 
vehicle would not stop. ``Sudden acceleration'' does not describe 
unintended events that begin after vehicles have reached intended 
roadway speeds.
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    \2\ John Pollard and E. Donald Sussman, An Examination of Sudden 
Acceleration (Cambridge, MA.: NHTSA, 1989, DOT-HS-807-367), v.
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2.2 The NHTSA Study

    On March 7, 1989, NHTSA released a report, authored by John 
Pollard and E. Donald Sussman, titled ``An Examination of Sudden 
Acceleration,'' documenting the agency's efforts (the ``Study'') to 
determine what was causing a relatively large number of crashes in 
certain model vehicles due to apparent unintended (and substantial) 
engine power increase and alleged simultaneous loss of braking 
effectiveness. Typically, these events began while the vehicle was 
stationary, shortly after the driver had first entered it. They 
frequently ended in a crash. While the phenomenon affected all 
automatic transmission-equipped cars sold in the U.S., some had 
notably higher occurrence rates, with the Audi 5000 eclipsing them 
all.\3\ The issue of ``runaway'' Audi 5000s had been the subject of 
NHTSA defect investigations and safety recalls, class action 
lawsuits, considerable media coverage, and public controversy. 
Internationally, other governments investigated the phenomenon 
during roughly the same time period.\4\
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    \3\ The sudden acceleration report rate for 1978 through 1987 
Audi 5000's was 586/100,000.
    \4\ Transport Canada issued a report entitled ``Investigation of 
Sudden Acceleration Incidents'' in December 1988, concluding driver 
error caused the phenomenon. The Japanese Ministry of Transport 
released a report, ``An Investigation on Sudden Starting and/or 
Acceleration of Vehicles with Automatic Transmissions,'' in April 
1989, which concluded that there was no common mechanical cause for 
sudden acceleration.
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    To help resolve the issue and thoroughly explore topics not 
fully investigated previously, NHTSA Administrator Diane Steed 
ordered an independent review of SA in October 1987 (the ``Study''). 
The Transportation Systems Center (TSC) of Cambridge, Massachusetts 
was commissioned by NHTSA to study SA and identify the factors that 
cause and/or contribute to its occurrence. Ten different make/model/
year vehicles--all with cruise control--were selected for particular 
scrutiny. Not all of the vehicles had unusually high SA incident 
rates; some were chosen based on their use of certain design 
approaches seen throughout the industry. In this way, the Study's 
sample was reasonably representative of the United States' automatic 
transmission-equipped vehicle population as a whole.
    TSC collected literature, individual case documentation, and 
data for each of the selected vehicles. Many drivers involved in an 
alleged sudden acceleration incident were

[[Page 55078]]

interviewed. TSC studied and tested the vehicles' fuel, cruise 
control, and braking systems.\5\ The vehicles' driving controls were 
evaluated for both location within the cabin and operation. After 
gathering the information, TSC convened a panel (the ``Panel'') of 
independent experts in various disciplines \6\ to review the data 
and make recommendations.
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    \5\ In some instances, the testing was performed by NHTSA's 
Vehicle Research and Test Center (VRTC).
    \6\ The curriculum vitae of all the panelists is included in 
Appendix A to the Report. The panel was highly credentialed, 
including Dr. John B. Haywood, professor of Mechanical Engineering 
at M.I.T. and Director of its Sloan Automotive Laboratory, and Dr. 
Phillip B. Sampson, Hunt Professor of Psychology, Tufts University.
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    At the conclusion of TSC's effort, comprising thousands of 
person-hours gathering data, comprehensively testing vehicles 
including their systems and equipment, interviewing owners and 
drivers, and inspecting crash scenes and the vehicles involved, a 
report was released with the following conclusion: ``For a sudden 
acceleration incident in which there is no evidence of throttle 
sticking or cruise control malfunction, the inescapable conclusion 
is that these definitely involve the driver inadvertently pressing 
the accelerator instead of, or in addition to, the brake pedal.''\7\
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    \7\ Pollard and Sussman, 49.
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3.0 The ODI Consumer Complaint Database

3.1 ``Vehicle Speed Control''

    With NHTSA's recent roll-out of the ARTEMIS consumer complaint 
repository, all owner complaints that may involve a sudden 
acceleration event are coded (or in the case of reports pre-dating 
the roll-out, re-coded) as ``Vehicle Speed Control'' related 
(component code 180). These complaints form a subset of all 
complaints where a problem related to vehicle (i.e., engine) speed 
control was alleged (including, for example, some stalling 
complaints). Where a specific component is identified, the complaint 
is more descriptively coded as either: a. the accelerator pedal 
(component code 181); b. throttle linkages (component code 182); c. 
throttle cable(s) (component code 183); d. throttle return springs 
(component code 184); or e. the cruise control system (component 
code 185). In his petition, Mr. Boddaert requested that we conduct a 
petition analysis related to ``Vehicle Speed Control-linkages,'' 
component code 182. Our review of the NHTSA consumer complaints 
database found seven linkage-related complaints for MY 1997-2000 
Lexus vehicles and sixty complaints if all six Vehicle Speed Control 
coding categories are included. On July 10, 2003, we discussed this 
issue with the petitioner and advised him that we planned to expand 
the petition's scope to include all six Vehicle Speed Control 
categories.

3.2 Lexus and its Peers

    To determine whether incidents involving alleged sudden 
acceleration and/or vehicle speed control malfunctions are more 
frequently reported to NHTSA by Lexus owners, we compared the 
reporting frequency for Lexus, Cadillac, and Lincoln vehicles, as 
these represent a significant portion of the luxury car and SUV 
market. In each instance, we searched the NHTSA complaint database 
for all reports filed under component code 180 through 185 for 
vehicles where the ``make'' is Lexus, Cadillac, or Lincoln and the 
model year is 1997 through 2000. This search revealed a total of 182 
reports.

3.3 Report Frequency

    Of the 182 reports found in the search described above, 60 
relate to Lexus vehicles, 57 involve Cadillacs, and 65 concern 
Lincolns. We then normalized this data to account for differences in 
vehicle production quantities. Here are the results:

                      Table 1.--Vehicle Speed Control Report Rate/100K for Lexus and Peers
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                            Make                               No. of complaints    Production       Rate/100K
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Lexus.......................................................                  60         599,983            10.0
Cadillac....................................................                  57         650,449             8.7
Lincoln.....................................................                  65         610,340            10.6
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    Based on this analysis, there is no evidence that Lexus vehicles 
are experiencing vehicle speed control-related problems more 
frequently than their peers. However, to further assess the Lexus 
field experience, we conducted the analysis originally requested by 
the petitioner; i.e., we limited the complaint count to only those 
complaints related to Vehicle Speed Control-linkages. Here are those 
results:

                  Table 2.--Vehicle Speed Control-linkages Report Rate/100K for Lexus and Peers
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                            Make                               No. of complaints    Production       Rate/100K
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Lexus.......................................................                   7         599,983            1.2
Cadillac....................................................                   5         650,449             .76
Lincoln.....................................................                  11         610,340            1.8
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    Again, the results fail to establish the existence of a defect 
trend related to Lexus vehicle speed control problems and/or sudden 
acceleration incidents reported to NHTSA.

4.0 Conclusion

    The information gathered does not indicate that Lexus vehicles 
are over-represented in the NHTSA database for consumer complaints 
concerning sudden acceleration and/or problems with vehicle speed 
control.
    Based on the foregoing analysis, there is no reasonable 
possibility that an order concerning the notification and remedy of 
a safety-related defect would be issued as a result of granting Mr. 
Boddaert's 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.

References

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Institute. DOT report HS-807-512.
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GmbH, 1993.
    Toyota Motor Corporation. 1999 Repair Manual, Volumes 1 and 2. 
Lexus LS400. Japan, 1998.
    Toyota Motor Corporation. 1999 Lexus Owner's Manual, LS400. 
Japan, 1998.
    Goodman, Richard M. and Center for Auto Safety. Automobile 
Design Liability. 3d, Volume 2, New York, NY: Clark, Boardman, and 
Callaghan, 1991.
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C.M., and Murphy, R.W. ``Brake force requirements study: Driver-
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Dateline NBC. February 10, 1999.
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Factors in

[[Page 55079]]

the Design and Use of Automobiles. London: Taylor and Francis, 1991.
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January 1989.
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2000.
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2002.
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``Preliminary Evaluation, PE02-035,'' by Bob Young. Washington, DC: 
NHTSA, October 22, 2002.

[FR Doc. 03-23959 Filed 9-18-03; 12:01 pm]
BILLING CODE 4910-59-P