Three separate car withdrawals linked to Toyota Motor Corporation took place in late 2009 and early 2010. Toyota began withdrawing, the first two with assistance from the National Highway Traffic Safety Agency (NHTSA), after reporting that some vehicles were accelerating which is not desirable. The first withdrawal, on November 2, 2009, is to correct the possibility of incorrect entry of the driver's front-floor floor or outside the steering wheel to the foot pedal properly, which can lead to pedal traps. The second recall, on January 21, 2010, began after several accidents were shown not due to a floor raid incursion. This latter defect is identified as the possibility of attaching a mechanical accelerator pedal causing unwanted acceleration, referred to as Toyota's Pedal Accelerator Pedal . The original action was initiated by Toyota in the Information Defect Report, dated October 5, 2009, which was changed on January 27, 2010. Following the springboard and pedal accelerator, Toyota also issued a separate recall for anti hybrid. -lock brake device in February 2010.
On January 28, 2010, Toyota has announced the withdrawal of approximately 5.2 million vehicles for pedal traps/floor mat problems, and an additional 2.3 million vehicles for accelerator pedal problems. About 1.7 million vehicles are subject to both. Several Lexus and Pontiac related models are also affected. The next day, Toyota expanded its withdrawal to include 1.8 million vehicles in Europe and 75,000 in China. At that time, the total number of cars worldwide pulled by Toyota reached 9 million. Sales of some retractable models were suspended for several weeks as a result of withdrawal of the accelerator pedal, with vehicles waiting for replacement parts. In January 2010, 21 deaths were suspected due to pedal problems since 2000, but after a January 28 recall, an additional NHTSA brought the total alleged to 37. The number of suspected victims and reported problems rose sharply after the withdrawal announcement, which was heavily covered by US media, though the cause of individual reports is difficult to verify. Government officials, automotive experts, Toyota, and members of the general public are opposed to the sphere of sudden acceleration and truthful reporting of victims and problems. Various parties connect accidentally unexpected accelerated reports to the cause of mechanical, electrical, and driver errors. Some US owners whose vehicles they recalled were still reporting the problem of the gas pedal, leading to inquiry and invention of inappropriate repairs. Further recalls led to additional NHTSA and Toyota investigations, along with several lawsuits.
On February 8, 2011, NHTSA, in collaboration with NASA, released its findings into an investigation on Toyota's drive-by-wire throttle system. After a 10-month search, NASA and NHTSA scientists found no electronic defects in Toyota vehicles. A driver error or pedal mounting error was found to be responsible for most of the incidents. The report ends by stating, "Our conclusion is Toyota's mechanical, not electricity." This includes accelerator pedals sticking out, and pedals stuck under the mat.
However, on October 24, 2013, the jury decides against Toyota and finds that unwanted acceleration may be due to a deficiency in the drive-by-wire throttle system or the Electronic Throttle Control System (ETCS). Michael Barr of the Barr Group testified that NASA has not been able to complete the inspection of Toyota ETCS and that Toyota does not follow best practices for real-life life-critical software, and that a slight flip that can be caused by cosmic rays can lead to undesirable acceleration. In addition, the run-time stack of the real-time operating system is not large enough and it's possible for the heap to grow large enough to overwrite data that can cause unwanted acceleration. As a result, Toyota has entered the settlement talks with its plaintiff.
Video 2009-11 Toyota vehicle recalls
Redial the timeline
- 26 Sep 2007 - US: 55,000 Toyota Camry and ES 350 cars on "all-weather" floor mats remember.
- Nov 02, 2009 - USA: 3.8 million Toyota and Lexus vehicles are recalled due to floor mat problems, this time for all driver side mats.
- November 26, 2009 - USA: mattress recall changed to include brake replacement and increased to 4.2 million vehicles.
- January 21, 2010 - USA: 2.3 million Toyota vehicles withdrawn due to accelerator pedals damaged (of them, 2.1 million already involved in the withdrawal of floor mats).
- 27 Jan 2010 - US: 1.1 million Toyota added to ams modified floor mats.
- Jan 29, 2010 - Europe, China: 1.8 million Toyota added to accelerator pedal pedals damaged.
- 08 Feb 2010 - Worldwide: 436,000 hybrid vehicles in recall brakes after 200 reports of Prius brake disorders.
- Feb 08, 2010 - US: 7,300 models of 2010 Camry vehicles are reminded of potential brake tube problems.
- 12 Feb 2010 - USA: 8,000 Tacoma 4WD truck pickup trucks MY 2010 I recall because of concerns about the possibility of a damaged front drive.
- Apr 16, 2010 - USA: 600.000 MY 1998-2010 Toyota Sienna for possible corrosion of carrier spare tire cables.
- 19 Apr 2010 - World: 21.000 MY 2010 The Toyota Land Cruiser Prado and 13,000 Lexus GX 460 SUVs are called to reprogram the stability control system.
- 28 Apr 2010 - AS: 50.000 MY 2003 Toyota Sequoia is called to reprogram the stability control system.
- May 21, 2010 - Japan: 4,509, US: 7,000 MY 2010 LS for steering system software updates
- July 5, 2010 - World: 270,000 Crown models and Lexus for valve springs with potential production problems.
- July 29, 2010 - USA: 412,000 Avalon and LX 470 for replacement of steering column components.
- August 28, 2010 - US & amp; Canada: approximately 1.13 million Toyota Corolla and Toyota Matrix vehicles were produced between 2005 and 2008 for Engine Control Modules (ECM) that may be produced improperly.
- February 8, 2011 - USA: NASA and NHTSA investigations reveal that there are no electronic faults in Toyota cars that will cause acceleration problems. However, accelerator accelerator acceleration remains a problem.
- February 22, 2011 - USA: Toyota recalls an additional 2.17 million vehicles for gas pedals trapped on floor hardware.
Maps 2009-11 Toyota vehicle recalls
Floor flooring
On September 26, 2007, Toyota attracted 55,000 sets of heavy-duty rubber mats from the Toyota Camry and ES 350 sedans. The retractable mouse is an "all-weather" optional type. NHTSA states that the recall is due to the risk that an unsafe mat can move forward and trap accelerator pedals.
On August 28, 2009, a collision of two cars killed four people riding on a Lexus dealer provided by an ES 350 dealer in San Diego, California. NHTSA released a safety investigation report on October 25, found that the accident vehicle was mistakenly installed with an all-weather rubber mat intended for the RX 400h SUV, and that the mat was not secured by any of the two retaining clips. The brake device also shows signs of heavy braking consistent with accelerator pedals that are jammed. The report states that accelerator pedal hinges do not allow rail avoidance, and the dashboards have no direction for three-second emergency suppression of key lock without push button. NHTSA researchers also found accelerator accelerator vehicle accidents, which are still "tied" with SUV floor mats. The movement of the accelerator pedal's return was "smooth and unencumbered."
Another investigation by the San Diego County Sheriff's Department found that three days before the accident another customer complained to the dealer about a floor mat that trapped the same borrower's car pedal while driving. The previous driver had switched to neutral and tugged on the floor mat, which unleashed the accelerator.
On November 2, 2009, NHTSA rejected the petition to reopen a previously undesirable acceleration investigation conducted by Toyota vehicles, stating that they had been thoroughly investigated making it impossible for NHTSA to reach a new conclusion. Then on that day Toyota issued a voluntary withdrawal of 3.8 million vehicles, with letters sent to the owners asking them to release the floor mats of the rider and not replace them with other types of mats. In an announcement of the recall of November 2, 2009, Toyota seems to be claiming that the mats were just by mistake, stating, "The unwanted acceleration question involving Toyota and Lexus vehicles has been repeatedly and thoroughly investigated by NHTSA, without finding flaws other than the risk of riders' safe or incompatible ", but NHTSA issued another statement stating," This problem is not closed until Toyota effectively overcomes defects ", the letter is" inaccurate and misleading, "and that is," removal of floor mats is only a temporary measure, not a drug from the underlying defects in the vehicle. "
Affected vehicle for floor floor pullout
Menurut Toyota AS, recall lantai tikar terbatas pada model berikut:
- model tahun 2005-2010 Toyota Avalon
- Toyota Camry 2007-2010 saya
- MY 2009-2010 Toyota Corolla
- MY 2008-2010 Toyota Highlander
- MY 2009-2010 Toyota Matrix
- Toyota Prius 2004-2009 saya
- MY 2005-2010 Toyota Tacoma
- MY 2007-2010 Toyota Tundra
- MY 2009-2010 Toyota Venza
- MY 2007-2010 Lexus ES 350
- MY 2006-2010 Lexus IS 250
- MY 2009-2010 Pontiac Vibe
Toyota UK stated that the withdrawal of floor mats only affected the US model.
Amendment changed to include gas pedal
On November 25, 2009, Toyota changed the twisted mats involving the same 3.8 million vehicles sold in North America. Toyota will reconfigure accelerator pedals, replace all-weather floor mats with thinner mats, and install brake override systems to prevent unwanted acceleration. The override brake system, also called "brake to idle" and has become a common design in German cars, allowing the driver to hit the accelerator by pressing the brakes. In a follow-up statement, NHTSA announced details of the November 25th withdrawal as a "vehicle-based remedy" to solve mattress pedal problems. According to Toyota, repair work undertaken under a modified recall for the problem of floor mats is as follows:
- The accelerator pedal will be shaved to reduce the risk of traps on the floor.
- All weather floor mats will be removed and replaced with newly designed mats.
- The brake replacement system, which cuts off engine power if accelerators and brakes are detected as pressed, will be installed.
- A replacement pedal with the same shape as a modified pedal will be available at a later date.
- For drivers who have floor mats all weather but do not need or want a newly designed all-weather floor mat, the existing mat will be removed and the owner replaced.
In the November 25, 2009 announcement, Toyota stated that dealers will be instructed in advance on how to reshape accelerator pedals for repairs. Brake override installation began in January 2010 on Toyota Camry and Lexus ES 350 models, the vehicle with the most units included in the recall.
Warning accelerator pedal
On January 21, 2010, Toyota started a second withdrawal, this time in response to a gas pedal report attached to the car without a pedestal. The Company has received three complaints in 2009. In the recall announcement, Toyota stated that:
Conditions are rare and do not happen suddenly. This can happen when the pedal mechanism becomes worn and, under some circumstances, accelerator pedals may become more difficult to compress, slower to return or, in the worst case, stuck in a partially depressed position.
The concurrent NHTSA press release identifies this problem as "Sticky Pedal Recall" and describes the problem and fixes as follows:
- The accelerator pedal becomes more difficult to press or slower to return to the closed position.
- The accelerator pedal may jam in a slightly depressed position.
- If the pedal is jammed while driving, the driver should switch to neutral and stop.
- Repair fixes will be applied by the manufacturer to prevent sticky pedal conditions.
- The new pedal will be available to replace the improved pedal.
The January 21 recall announcement for gas pedal issues includes 2.3 million vehicles sold in the US. Toyota then expanded its withdrawals to include 1.8 million vehicles in Europe and 75,000 in China. On January 26, Toyota announced that until they complete the right settlement to address the potential of the accelerator pedal, sales will be suspended for the selected vehicle.
On January 31, 2010, the Wall Street Journal reported that US regulators cleaned up Toyota's proposed improvements to pedals and the company would resume production on Feb. 8. On February 1, 2010 Toyota said that its dealers should get a share to fix the sticky accelerator pedals by the end of the week.
Affected vehicles and lane of vehicles
According to the manufacturer, withdrawal of Toyota accelerator accelerator and suspension of sales in North America is limited to the following vehicles (affected vehicles are based on Vehicle Identification Number):
- Toyota Avalon 2005-2009 me
- Toyota Camry 2007-2010 me (not including Camry Hybrid and some other models)
- MY 2009-2010 Toyota Corolla *
- MY 2010 Toyota Highlander * (not including Highlander Hybrid)
- MY 2009-2010 Toyota Matrix
- MY 2009-2010 Toyota RAV4 *
- MY 2008-2010 Toyota Sequoia
- MY 2007-2010 Toyota Tundra
On January 27, 2010, Toyota USA issued a list of expanded vehicles in the withdrawal including:
- MY 2008-2009 Toyota Highlander * (not including Highlander Hybrid)
- MY 2009-2010 Toyota Venza
- * vehicles made in Japan using Denso pedals and not subject to withdrawal
On January 29, 2010, Toyota's recall extended to Europe and China. The number of vehicles likely to be affected in Europe has not been confirmed, but Toyota says it could reach up to 1.8 million. At the time of the recall there were 30 incidents involving gas pedal problems in Europe.
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- Februari 2005 - Agustus 2009 Toyota Aygo (hanya model otomatis)
- Nov 2008 - Nov 2009 Toyota iQ
- Nov 2005 - Sep 2009 Toyota Yaris
- Okt 2006 - Jan 2010 Toyota Auris
- Okt 2006 - Des 2009 Toyota Corolla
- Feb 2009 - Jan 2010 Toyota Verso
- Nov 2008 - Des 2009 Toyota Avensis
- Nov 2005 - Nov 2009 Toyota RAV4
On January 30, 2010, PSA Peugeot CitroÃÆ'¡n announced the recall of cars built at the Czech Republic plant, Toyota Peugeot CitroÃÆ'¡n Automobile Czech, a joint venture with Toyota. Although the company did not say when it will start withdrawal, or how many cars are affected, the plant in question, which produces Peugeot 107, CitroÃÆ'¡n C1 and Toyota Aygo, produces 200,000 cars per year. On February 2, 2010, Toyota announced that withdrawals could be extended to Africa, Latin America and the Middle East, where Toyota said it had sold a total of 180,000 vehicles, although the company did not specify how much might be affected by the recall.. On February 3, 2010, Toyota Australia announced that accelerator pedals are made by different suppliers and that there is no need for withdrawal of Australian-made vehicles.
History of accelerator pedal design
Car accelerator pedals have historically been mechanical assemblies that connect pedals to throttle machines with Bowden mechanical or cable connections. With the advent of electronic throttle controls, accelerator pedals consist of a spring pedal arm that is connected to an electronic transducer. This transducer, usually a potentiometer or Hall sensor, changes the position of the pedal arm into an electronic signal sent to the electronic control unit (ECU).
The older mechanically designed accelerator pedals not only provide spring returns, but the mechanisms inherently provide some friction. This friction introduces mechanical hysteresis into the pedal force versus the pedal position transfer function. Simply put, after the pedal is mounted in a certain position, friction will help keep the pedal in this setting. This allows the driver to maintain the pedal position. For example, if the driver's foot is slightly jolted by a bump in the road, accelerator pedals will tend to remain in their settings. While this old pure mechanical design has some friction, the reverse spring force is always designed to overcome this friction with considerable security margins. The spring force again ensures that the throttle returns to zero if the pedal force applied by the driver is reduced or eliminated.
With the accelerator pedals electronically, there is little friction inherent because of the simplicity of mechanical design. The tactile pedal response just a spring style without hysteresis can make it more difficult for the driver to maintain the position of the accelerator. Manufacturers of accelerator pedals electronically design their pedals with additional parts to create a touch response of the older accelerator pedal mechanics. To quote from the 2004 US patent application CTS Corporation:
... drivers generally prefer the feel, that is, the touch response, from a conventional cable-driven throttle system. Designers therefore seek to address this preference with mechanisms to mimic the tactile response of the cable-driven acceleration pedal.
The Toyota electronics accelerator pedals contain a special friction device made of 4/6 nylon or polyphenylene sulfide inside the pedal assembly to create an older pedal touch response. According to Toyota's recall information, this device, which in some cases, has prevented accelerator pedals back to zero. Quoting from Toyota recall FAQ:
This problem involves a friction device on the pedal that is designed to provide the right "sense" by adding resistance and making the pedals stable and stable. This friction device includes "shoes" that rub against adjacent surfaces during normal pedal operation. Due to the materials used, wear and environmental conditions, these surfaces can, over time, begin to stick and loose, instead of operating smoothly. In some cases, friction may increase to the point that the pedal is slow to return to a stationary position or, in rare cases, the pedal attaches, leaving the throttle partially open.
According to Toyota, the tactile response friction device on Toyota's affected electronics accelerator pedal sometimes creates too much friction. This excessive friction slows the pedal back or actually stops it. In the worst case, once the pedal is pushed to a certain setting, it stays in the setting even if the driver wipes their feet off the pedal. The preliminary report, in March 2007, involved a Tundra pickup truck, which uses nylon 4/6 in a friction lever.
Some questions and confusion arise if Toyota's explanation fully explains all instances of unwanted acceleration involving Toyota vehicles. CTS Corporation, the American manufacturer of accelerator pedals claimed by the wrong Toyota, has announced that:
Unexpected acceleration problems have suddenly been reported in some Lexus vehicles and Toyota vehicles will return to 1999, when CTS does not even make this product to customers, CTS believes that the back pedal phenomenon is slowly rare, which may occur in environmental conditions extreme, absolutely nothing to be associated with a sudden accidental acceleration incident. CTS is also unaware of any accidents and injuries caused by the rare slow pedal condition, which is his knowledge. CTS wants to clarify that it is not, and has never been made, accelerator pedals for Lexus vehicles and CTS also does not have accelerator pedals in Toyota vehicles before the 2005 model year.
In June 2010, Chrysler also drew 35,000 Dodge and Jeep models for the sticky accelerator pedal made by CTS Corporation. Chrysler states that the CTS pedal has a pivot bus that can eject, causing the accelerator to become stuck or slow to return to standby.
Unexpected field solution for unexpected acceleration
Different "ways of working", user actions that fix or prevent negative, previously unexpected circumstances, have been suggested as temporary fixes:
- Installing a car transmission is neutral during acceleration beyond the control of the gear set aside;
- Turns the contacts on to ACC (accessory) position, which, when cutting off the power to the engine, will also disable power steering and brake support.
- Turns the ignition key to the OFF position, which will also cut power, but it can cause steering wheel lock and will also disable power steering and brake assistance.
On whether the braking alone could fail to stop the affected vehicle, the driver's account at Los Angeles Times claims that attempts to stop the Camry 2005 were unsuccessful with brakes and emergency brakes. However, the Camry test by Car and Driver in 2009, attempting to use the brakes to stop the throttle acceleration accidentally stuck at 70, 100, and 120 mph, found that the test driver was able to reduce speed by up to 10 mph in all occasions , and in the 70 and 100 mph tests, stop the car completely. Camry braking distance with a deliberately suspended accelerator is also shorter than the regular stop distance of Ford Taurus. Car and Driver concluded that, based on their emergency stop test, the Camry brakes can overcome the accelerator in all cases even without the brakes on overwrite, and stop the distance with the wide-open throttle largely unrecognizable from regular braking.
In 2010, Edmunds.com also tested the stop distance of the Toyota Camry SE V6 with a wide open throttle that was purposefully installed. Their test found that the car brake can hit the accelerator that stalled and made the car stop. Despite the downshift transmission and the engine continues to push the car, stopping distance compared to "positive to stop normal panic on wet asphalt." Edmunds.com does note that switching to neutral is the best choice, given that the average driver can not press the brakes steadily, and a lighter emphasis will simply brake down. The German Commission for Technical Compliance (TÃÆ'Ã… "V) Rheinland also tested the distance of Toyota iQ, Aygo, Yaris, Auris, Verso, Avensis and RAV4 models. With an accelerator that deliberately jams up to 80% of the maximum speed, each vehicle can be safely piloted to a halt. The TÃÆ'Ã… "V findings indicate that each model meets the legal requirements for slowing and stopping distance, and that all Toyota models tested have a brake that can override a jammed accelerator.
Reminder anti-lock brake device
On February 3, 2010, NHTSA announced that it has received reports of 102 potential driver problems related to the braking system on the 2010 Toyota Prius model, while 14 additional such reports have been received in Japan. Three of these reports state that brake problems have caused the car to break down, with one crash in July 2009 occurring when the Prius bumped into the head into another car injuring two people. The Prius is not involved in Toyota's second recall, although it has been involved in the first withdrawal involving the mat. Toyota said they were investigating the reports, and that it was "too early to comment." On February 3, 2010, Japan's Ministry of Transport began an investigation into the redesigned Prius, and Toyota said that they knew there were 77 Prius brake complaints in Japan. On February 4, 2010, NHTSA announced it had opened an investigation into the problem with the Prius brake, which Toyota said was caused by a software error. The company said it was looking for the best way to solve the problem. Internal NHTSA memo indicates that the problem is "short delay" in regenerative braking when bumping, so the stopping distance increases.
On February 6, 2010, Toyota said it has fixed braking problems on the Prius model built since late January 2010 through software updates for the ABS system to improve brake response. On the same day, a Japanese newspaper reported that Toyota had contacted dealers in Japan about their intention to withdraw all affected vehicles. Although it is unclear whether the same steps will be taken elsewhere, American dealers have been told that Toyota plans to improve the vehicle. On February 8, Toyota announced a voluntary global withdrawal from the 2010 model year of the Prius model produced until the end of January 2010. The affected vehicle will receive software updates for its brakes and ABS systems. In total, Toyota recalls three hybrid vehicles to reprogram anti-lock braking software (ABS). In February 2010, the US federal grand jury in New York began a process of determining whether there might be a cause for burdening Toyota criminally because of the way it handles Prius brake withdrawal, and civil class action lawsuits have been filed on behalf of the 2010 Prius hybrid owners. A total of 133,000 Prius vehicles in the US and 52,000 in Europe will receive the same software update. Guardian.co.uk reports that this affects the third generation Prius built before January 27, 2010.
Affected vehicles for withdrawal of anti-lock brake devices
- Toyota Sai
- Toyota Prius (2010 model year)
- Lexus HS 250h (2010 model)
Other recall
On February 8, 2009, Toyota announced the recall of approximately 7,300 models in the early year of the year 4-cylinder Camry because of the possibility of power steering hoses rubbing into the front brake lines that could cause brake fluid leaks.
On February 3, 2010, Toyota attracted approximately 153,000 vehicles from the 2005 to 2011 models because it failed to meet the requirements of FMVSS 110, "Ban and Rims Selection", due to the loss of cargo carrying capacity labels.
On February 12, 2010, Toyota recalled about 8,000 Tacom 4WD truck models for potential front-shaft axle problems. This withdrawal involves checking the component of the drive shaft which, if cracked, will be replaced. Tacoma pickup was built between mid-December 2009 and early February 2010. Most affected vehicles have not been sold.
Another recall to remember frame corrosion is limited to the following models: MY 2000-2003 Toyota Tundra. According to Toyota USA, frame corrosion could allow spare tires or fuel tanks to fall from vehicles.
On July 7, 2010, Toyota recalled 270,000 Lexus and Crown vehicles worldwide for an improperly manufactured valve springs. According to Toyota, the condition could lead to lethargic idleness and shut down potential engines.
On October 21, 2010, Toyota announced the withdrawal of 1.53 million vehicles (740,000 in the US, 599,000 in Japan, and 191,000 in Europe and other markets) worldwide; recall effects MY 2005 and 2006 Avalon, MY 2004 to 2006 Highlander (non-hybrid) and Lexus RX330 and MY 2006 Lexus GS300, IS250 and IS350; affected models in Japan and elsewhere (except US) including MY Toyota Crown from 2002 to 2006, Mahkota Majesta, Harrier, Mark X, Alphard, Kluger and Lexus GS350, IS250 and IS350. This recall involves leakage of brake fluid from master cylinder (US market and Toyota Crown not marketed and Lexus GS350) and electrical problem with fuel pump, which will cause engine stalling (all markets except US).
On November 9, 2011, Toyota announced the withdrawal of 550,000 vehicles (447,000 in the US, 38,000 in Japan, and 25,000 in Australia and New Zealand) worldwide; recall affect MY 2004-2005 Camry, Highlander, Sienna and Solara, MY 2004 Avalon, MY Highlander HV 2006, MY 2004-2005 Lexus ES330 and RX330 and MY 2006 RX400h. The recall concerns the steering problem caused by the inner and outer ring misalignment of the crankshaft pulley, which may cause the noise or light of the Check Engine to illuminate; if the problem is not corrected, the power steering belt may fall off the pulley, which can cause a sudden loss of power assist.
On October 10, 2012, Toyota announced the withdrawal of 7.43 million vehicles (2.47 million in the US, 460,000 in Japan, 1.39 million in Europe, 3.11 million in other markets) worldwide. In the US the recall affects MY 2005-2010 Yaris, Corolla, Matrix, Camry, RAV4, Highlander, Tundra and Sequoia as well as Scion xB and xD. In Japan, the recall affects MY 2005-2010 Vitz, Belta, Ractis, Ist, and Corolla Rumion. In Europe, the recall affects MY 2005-2010 Yaris, Corolla, Auris, Camry, and RAV-4. Vehicles in overseas markets are also affected. This recall involves a problem with the driver's side power window switch "sticking" and can cause it to melt or burn. This is "not something that would cause deadly crashes like a 2009 recall" and improvements include applying a special fluorine grease to a switch.
On January 30, 2013, Toyota announced the recall of one million vehicles in the US. The recall affects 752,000 Corolla and Corolla Matrix MY 2003-2004 models. The recall involves the airbag module, which may cause the airbag to expand incorrectly. Toyota also announced a recall affecting 270,000 models of Lexus IS MY 2006-2012. This recall relates to a loose nut on the wiper blade, which can cause the wiper to fail, especially if there is heavy snow buildup.
On March 15, 2013, Toyota announced the recall of 209,000 vehicles in the US. The recall affects the FJ Cruiser model MY 2007-2013. A recall of the driver's attention and front seat belt retainers, which can be detached, especially if the back door is slammed repeatedly.
Investigation
Many investigations have been conducted, including those conducted by NHTSA US and Japan's transport ministries. The difficulty of investigation is exacerbated by the fact that driver error can be a possibility in certain cases. The Wall Street Journal reported, "Even when car dealers and automakers suspect driver misconduct, it's hard for them to blame their customers for fear of alienating them or looking insensitive", which is USA Today > is also recommended. The question of why the case primarily in the US has also been lifted by an international inquiry; German publications Der Spiegel reported that similar accidents are rare outside North America, and despite reports of Toyota accelerator pedals in Germany, all drivers braked successfully without loss of life.
In another incident in the United States, on December 26, 2009, four people died in Southlake, Texas, a suburb of Dallas, when the 2008 Toyota Avalon they drove off the road and over the fence, landed upside down in the pool. Car floor mats are found in the trunk of the car, where the owner is advised to place them as part of a withdrawal. According to police reports, the driver suffers from epilepsy, but the researchers can not rule out whether there is a vehicle defect or the possibility that the driver has experienced a seizure.
On February 17, 2010, US security regulators launched an investigation into Corolla steering complaints. Following the widespread media publication of the withdrawal, several media publications suggested that investigations into subsequent reports would consider the possibility of "mock complaints" and hoaxes, with potential reporters seeking to capitalize on possible settlement money, or be affected by the psychological bandwagon effect of mass publicity.
On March 14, 2010, the Norwegian government is considering whether to ban Prius cars from the road in Norway pending an investigation after a fatal incident involving a senior citizen. On March 29, after receiving technical and other information, the police charged the driver involved in the Prius incident for making "a fake emergency call to the police".
The use of vehicle event data and video surveillance recorders also proved to be of benefit to investigators, with driver fault finding on March 9, 2010 The Prius suspects a sudden acceleration accident, in which the 56-year-old housekeeper admitted to braking but recorded pressed the pedal incorrectly, and also in an accident 29 March 2010 Camry suspected of sudden acceleration accidents, in which the 76-year-old driver confessed to braking, but was filmed not doing so until after the collision.
NHANA NHTSA Investigation
NHTSA data show that there is an annual average of 26 sudden acceleration reports on Toyota Camry and Lexus ES models from 1999-2001. This number increased by more than 400% to 132 per year in the 2002-2004 model, designed with a new electronic throttle. Toyota responded by stating,
Six times in the last six years NHTSA has conducted an in-depth review of accusations of accidental acceleration on Toyota and Lexus vehicles and six times the agency closed the investigation without finding any damage to the electronic engine control system as the cause of the unwanted acceleration.
In 2004, NHTSA launched a throttle control system probe on approximately 1 million Lexus and Toyota sedans. Following that investigation, Toyota urged NHTSA to define issues as rapid bursts in which the engine surged into "something less than a throttle wide open." The company compares the complaints with cases of sudden unintentional acceleration that NHTSA considers "driver error". It also says the computer can not open the throttle without accelerator pedals pressed, and, the brakes will be able to stop the car anyway.
After several months of inquiry, NHTSA said it found no evidence of a defect and no data showing bad sections. Christopher Santucci, Toyota Washington office employee, D.C. and NHTSA employees until he was hired by Toyota in 2003, testified that he was notified by NHTSA in March 2004 about awaiting an investigation of an unwanted acceleration complaint. According to Santucci in deposition, former NHTSA colleagues decided not to investigate some incidents involving acceleration lasting more than 1 second. The decision to exclude a particular incident from the investigation appears to reduce the significance of the problem to NHTSA at least on paper. However, in 2005, 2006 and 2008, Toyota customers once again asked NHTSA to investigate the uncontrolled acceleration of electronic throttle controls and power steering problems. Despite hundreds of complaints, NHTSA found no evidence of damage; and in each case, Toyota provides data that it says does not show such evidence.
On November 2, 2009, NHTSA rejected a petition to reopen an unplanned investigation of Toyota vehicles, stating that they were unlikely to reach a new conclusion. In February 2010, however NHTSA again looked into the electronic throttle control system on Toyota vehicles. In February 2010, State Farm insurance revealed that they had warned NHTSA at the end of 2007 about the increasing trend of Toyota accidents related to the retracted model; other insurance companies claim that they have not seen such a trend. On June 1, 2010, NHTSA opened an investigation into reports that the mat was an accelerator clock at Ford Fusion and the Mercury Milan sedan. As of June 30, 2010, NHTSA reported the most recent extensive study of undesirable acceleration on all car manufacturing, including Toyota, along with NASA and the National Academy of Sciences. NHTSA states that it can not find electronic throttle defects, but it identifies the floor traps of mats and slow pedals to return to standby as two causes of Toyota's complaints. NHTSA also states it can only verify one acceleration accidents Toyota does not want caused by a defective vehicle. On July 14, 2010, The Wall Street Journal reported that the NHTSA investigation of 75 accidents suspected of sudden acceleration on Toyota vehicles had found driver fault as the main cause in all cases except for one case attributed to the mat. Black box recorder data found that during this crash, the throttle is open and the brakes are not pressed. On July 30, the Wall Street Journal quoted the former head of the NHTSA Recall Management Division stating that the investigation "has become very political", with officials from the Department of Transportation "hoping against hope that they find something that shows a return to disability". Although the NHTSA study found driver errors reportedly completed, DOT officials have blocked their release.
On February 8, 2011, NASA and NHTSA announced ten months of research findings about the causes of Toyota's malfunctions in 2009. According to their findings, there are no electronic faults on cars that can cause sudden acceleration. problem. "The jury is back, the verdict is there: There is no electronic-based cause for the undesirable high speed acceleration at Toyota, period," said Secretary of the Department of Transport Ray LaHood in the LA Times.
MLIT investigation
Hiroko Tabuchi wrote in New York Times claimed that the troubled vehicle may have been reported accurately in Japan because the police blamed the driver error correctly, as there were no instances of undesired acceleration verified. The Ministry of Land, Infrastructure, Transport and Tourism Japan (MLIT) released its findings on a sudden acceleration complaint in February 2010, found that out of 134 cases noted by ministries between 2007 and 2009, Toyota accounted for 38 cases (28.3% all reported). Since Toyota's market share is about 27.8% of all passenger cargo vehicles, MLIT notes that no very unusual rate is found among these complaints.
US congressional assembly
The Supervisory Board and the Committee on Government Reform and the House Committee on Energy and Commerce held a hearing in February 2010. Retired social worker Rhonda Smith testified before Congress that his car was accelerated out of control but NHTSA investigators determined that misplaced floor mats had caused problem; the next car owner reported no problems after driving over 27,000 miles.
In a February 2010 letter to Toyota, US congressional investigators "said a review of Toyota's consumer complaints showed that company personnel identified pedals or pedestals attached to the cause of only 16 percent of unintentional acceleration reports." Several media reports later claimed that Toyota had announced that withdrawal would not completely resolve the gas pedal issue. On February 24, 2010, Toyota responded that "it has tested the solution thoroughly" and "sure" with memory improvements, but it will continue to monitor possible other factors that contribute to unwanted acceleration, including mechanics, electronics, and driver errors. Akio Toyoda, president and CEO of Toyota, issued the following statement about the recalled vehicle:
In early 2010, the US government began considering requiring all vehicles sold in the US to replace accelerators built into their brake systems.
Research groups have questioned whether Toyota will "get out easily" because of its huge investment in lobbying in Washington, with close ties to congressional representatives who will lead the investigation into a series of corporate safety issues. Another publication noted that half the members of the Democratic congress involved in the hearing had received a campaign donation from a United Auto Workers union, the main shareholder of US rival General Motors.
US governor letter to congressman
On February 10, 2010, four US bipartisan governors from the state of Kentucky, Indiana, Mississippi and Alabama operated by the Toyota factory wrote a letter to the Congress commenting on "a clear conflict of interest from the federal government for its large financial stock in some countries. competitors, "referring to Toyota as a" victim "of the media's" aggressive and questionable news coverage ". The letter also noted there were "16.4 million withdrawals in the automotive industry for 2009", "a lot serious or more serious" than Toyota recalls.
Aftermath
Toyota stopped producing vehicles on certain production lines for the week of February 1, 2010, to assess and coordinate activities. The affected North American vehicle production facilities are located in Cambridge and Woodstock, Ontario, Canada (where Corolla, Matrix, and RAV4 models are produced), Princeton, Indiana (Highlander and Sequoia), Georgetown, Kentucky (Avalon and Camry), and San Antonio, Texas (Tundra). In addition to vehicle withdrawals, Toyota announced it would install an override brake system on all Lexus, Scion and Toyota vehicles by the end of 2010.
On February 3, 2010, US Transportation Secretary Ray LaHood advised owners of vehicles affected by the withdrawal of the vehicle to "stop driving" their vehicles until they could be repaired by the dealer. LaHood then revoked her statement, stating it was "clear, misstatement." The La Hood secretary was criticized for making the remark by media columnists, who suspect La Hood has a conflict of interest as the US government provides a partial ownership bailout from domestic rivals Toyota, General Motors and Chrysler.
Economic impact
The recall came at a difficult time for Toyota, struggling to get out of recession and already suffering from a drop in sales, and a low exchange rate from the yen to the US dollar. On the day of withdrawal announced in the US, it was also announced that 750 jobs will be trimmed at Toyota's plant in England in Burnaston, near Derby. Also, it is estimated that any Toyota dealer in the US can lose between US $ 1.75 million to US $ 2 million per span month in revenue, total loss of US $ 2,470 million span across the country from all incidents. In addition, Toyota Motors as a whole announced that it could face a loss of US $ 2,000 million of lost output and sales worldwide. Between January 25 and January 29, 2010 Toyota shares fell by 15%.
According to analysts, Toyota owners (including non-withdrawn car owners) may also be economically affected by withdrawals, as damage to Toyota's reputation could negatively impact the resale value of used cars.
Manufacturer changed
In addition to its withdrawal efforts, a new global quality committee to coordinate flaw analysis and future recall announcements was announced by Toyota in early 2010, along with the Swift Market Analysis Team ("SMART") in the US to conduct on-site vehicles. inspection, expanding use of Event Data Recorders and readers, third-party quality consultations, and enhancement of driver safety education initiatives. Industry analysts note that the recall response is a challenge to Toyota Way's manufacturing philosophy, since the part drawn is not due to factory fault or quality control issues, but to design issues leading to consumer complaints. As a result, better communication of consumer problems with management is required, and therefore the global quality committee aims to be more responsive to consumer concerns.
Competitor reactions
One day after the announcement of Toyota's sale, General Motors began offering a $ 1,000 cash rebate targeted to Toyota owners. On February 1, 2010 Ford, Chrysler, and Hyundai offer similar incentives.
The release of a Toyota driver was jailed for a fatal accident
In February 2010, a motion for re-trial was filed on behalf of a Minnesota man, Koua Fong Lee, who, in 2008, was sentenced to eight years in prison for ending a rear car, killing three of the five occupants and wounding the other two. This happened in June 2006 when he drove home from church with his family and out of the highway. Koua confirmed that his 1996 Toyota Camry speed was between 70 and 90 mph despite heavy braking. In May 2010, a vehicle inspector hired by a lawyer for a guilty person reported finding a problem with the car accelerator system.
At least two of the jurors from the 2008 trial questioned the conviction, and one of the survivors filed a lawsuit against Toyota and a local dealer selling cars, stating that he believed Lee should be released. In June 2010, District Attorney Ramsey and prosecutor Susan Gaertner opposed the new trial, stating that he did not see evidence that Camry Koua was experiencing an "unexpectedly sudden acceleration", and US District Court Judges granted until September 2010 to decide whether Lee or not to be tried again. In August 2010, the judge ruled that Lee would be tried, but the prosecutor refused to sue. Prior to the verdict, Gaertner offered Lee a release on condition that he would still have a criminal conviction in his record, forbidding him to drive privileges for ten years, and that he would be jailed if arrested for anything else. Lee does not agree with such conditions. Later that month, a Minnesota judge freed Lee from prison and Gaertner said he would immediately drop the charges.
Media coverage and criticism
According to a news analysis by Project for Excellence in Journalism, which analyzes the weekly output of the New York Times newspaper, Washington Post , USA Today , etc.) as well as television networks (ABC, CBS, NBC, etc.), Toyota reminds is the # 5 story most widely reported in US news for the week of 25-31 January 2010, on 4% of all coverage. The following week from February 1-7, 2010, the story reached # 2, with 11% of all news coverage. On February 10, Toyota dealers in the five states of the Southeast region withdrew all ads from ABC stations in protest over "excessive" reporting on Toyota's recall. On March 5, the Associated Press describes "endless media coverage" of withdrawal from news outlets.
During the height of the recall crisis, Toyota came for extensive editorial criticism, with commentators including CounterPunch indicating that the emphasis on profit has resulted in manufacturing defects. Editorials who criticize suspected disproportionate coverage in the journal Automotive News , AutoWeek , BusinessWeek , Car and Driver , < i> Motor Trends , Popular Mechanics , and National Post . Such editorials usually misuse media outlets for not providing alternative explanations such as unattentive drivers, driving skills, DUI, being on the phone, wrong perceptions, reckless driving, or SMS as the cause of the accident. In one instance cited, the Los Angeles Times did not mention that a driver who allegedly escaped Toyota was charged for car killing and driving under the influence of marijuana.
Opportunities from the Car and Driver show that the alleged risk of death is about 1 in 200,000 Toyota vehicles withdrawn, versus 1 in 8,000 fatal car accident risks in every car in the US while Consumer Reports- report stating 1 in 10,000 chance of an unexpected acceleration acceleration of 20 million Toyota on the road.
James Sikes accuses unwanted acceleration
On March 8, 2010, a Prius 2008 allegedly out of control accelerated to 94 miles per hour on California Highway (USA), and the Prius had to be stopped with the verbal help of the California Highway Patrol as the news cameras watched. The incident received national news coverage, with initial reporting including inaccurate information about the event, such as the claim that the CHP car was used to block Sikes vehicles physically. Subsequent investigations uncovered suspicious information about the fleeing Prius driver, SJS, 61, including 19,000 dollars behind in Prius car payments and with 700,000 dollars in accumulated debts. Sikes said he wanted a new car as compensation for the incident. Analysis by Edmunds.com and Public image
According to a Rasmussen poll released on February 8, 2010, Toyota is considered to be very good by 22% Americans, 59% better, and 29% less good. The poll also found 72% of Americans have followed Toyota's recent news "somewhat closer" and 31% "very closely". The second Rasmussen poll released on February 12 found 23% of Americans believe that the federal government criticized Toyota for helping General Motors, who own majority, 38% disagreed, and 39% unsure.
Possible other undesirable acceleration causes
Electronic throttle control system
On November 25, 2009, ABC News quoted Sean Kane, head of the nonprofit company Safety Research & amp; Strategy , states that it has found hundreds of "sudden acceleration cases of non-floor mats" not remembered by floor mats. Kane, who works with a lawyer suing Toyota, said his company had found more than 2,000 cases of Toyota's sudden acceleration involving 16 deaths and 243 injuries, publishing its most comprehensive report on the issue on February 5, 2010. Kane alleged that the problem was not on the accelerator pedal , but with an electronic throttle control system (ETC). The electronic throttle control system is a drive-by-wire system, in which accelerator pedals and engines are indirectly connected electronically, rather than directly mechanically related. This means that the input of the accelerator pedal is just one input used to decide how wide the throttle is opened. On February 13, 2010, The Wall Street Journal reported that the Kane company was "controversial" because its revenue came from lawsuits against car manufacturers, which were not disclosed in media reports; journalists automatically note that the company has a "personal interest" in blaming the defects of the factory while avoiding operator mistakes. The Los Angeles Times reported that since Toyota and Lexus began installing an electronic throttle control system in 2001, the unwanted acceleration complaints with vehicles from both brands increased markedly. Electromagnetic interference with an electronic throttle control system is another cause of unwanted acceleration. Some speculate that cosmic rays, or radiation from outer space, are a possible source for alleged electronic malfunctions.
The Wall Street Journal earned a copy of a preliminary study dated February 4, 2010 by a California-based engineering research firm, Exponent. The preliminary study commissioned by Toyota began in December 2009 concluding "The exponent so far has not been able to induce, through power failures to the system, either unwanted acceleration or behavior that may be a precursor to such an event, despite a concerted effort towards this goal." For research, the exponents bought six Toyota and Lexus vehicles that were analyzed by "engineers and technicians specializing in mechanical, electrical, and automotive engineering." According to Exponents, Toyota "does not limit the scope or budget of its investigation" that is shared with Toyota and MPs. This study will continue for several more months. According to the Los Angeles Times, Exponen's research has been criticized as being relied upon by companies that need public defense, even though the company has maintained its impartiality toward clients ranging from companies to the US government. A cardiologist from the University of California says, "I would choose a firm with a better neutrality reputation" as an example of their determination that other people's cigarette smoke is not carcinogenic. Toyota then asked Stanford University Center for Automotive Research, a facility partly funded by several car manufacturers including Toyota, to also evaluate electronic claims. Center J. Christian Gerdes PhD, professor of mechanical engineering, dismissed some electronic claims as unreasonable, and said his findings were independent and that he did not receive compensation from Toyota for his evaluation.
On February 8, 2010, NHTSA and NASA concluded that electronics can not be blamed after reviewing electronic and electromagnetic interference. The findings are based on studying more than 280,000 lines of software code on nine vehicles involved in previous sudden acceleration incidents. And studied the throttle system at NASA's Langley Research Center and Chrysler Auburn Hills headquarters.
Accelerated controversy ABC News
On February 22, 2010, ABC News broadcast a report that seems to show how unwanted acceleration can be caused by triggering a short circuit in throttle control. In the segment, Dave Gilbert, a PhD engineer and professor of automotive technology at Southern Illinois University Carbondale, is featured in the final Avalon model with ABC News reporter Brian Ross. By "pushing short" on an unspecified circuit, Gilbert is able to cause Avalon to accelerate dramatically. After the car is stopped, the diagnostic tool connected to the car's ECU does not display an error code. According to Dr. Gilbert, the proper ETC design should not allow short ones as he induces to open the throttle; The ECU should detect errors and cut the throttle. Tests on GM vehicles, Gilbert said, do not show the same defects. Autoblog analysis questioned the accuracy of the real-world test, noting that the short-circuit method is not expressed outside the normally independent sensor cord together, the ECU can not be expected to detect unrealistic scenarios, and question ABC News' and objectivity Brian Ross. Autoblog also found that Gilbert was paid by the parties in a lawsuit against Toyota. Automotive analyst John McElroy at Autoline Detroit points to the network news' "rigged" car demonstration history, including demo acceleration 60 Minutes and NBC Dateline > Exploded the truck scandal, and noted that the BBC News report 'does not include conflicting views or disclose the financial relationships interviewed. Toyota responded by inviting ABC News to attend its test evaluation.
On March 8, 2010, Toyota held a live press conference in which engineers demonstrated the same short-circuit method on Ford, Chevrolet, Chrysler and BMW vehicles. In any case, engineers are able to induce the same dramatic acceleration without an ECU error code. The Stanford Automotive Research Center states that ABC News' demos are unrealistic and misleading. A study by Exponent Inc. found that short circuits "would be highly unlikely to occur naturally" and could be "only contrived in the laboratory" were also excluded. Toyota further demonstrates how Gilbert allegedly shaved cable insulation, cut the cable in the ETC, reconnected it in a certain order, and added control buttons. Gilbert's financial motives, paid for by Sean Kane, are also questionable. AutoWeek, Edmunds.com, and other automotive sources view the conference as dismantling ABC News claims. On March 11, 2010, ABC News further claimed to falsify part of its report after a screenshot of a tachometer was posted online. Frozen frames show parking brakes, doors open, and seat belt warning lights when the car is allegedly "accelerating" up to 6,000 RPM, indicating that the car is not actually moving. Gawker.com's media blog posted a photo and stated, "tachometer fake recordings". ABC News claims that "it is impossible to get a good overview of the tachometer" during the actual test, and re-edit the recording. Gawker.com replied that the edited video is even more "staged". The Associated Press added that forged recordings "create ethical questions".
Possible cause of cruise control
In February 2010, media reports claimed that Apple Inc. founder Steve Wozniak claimed that the wrong software could be part of the problem. However, in the next CNN interview, Wozniak stated, "I have not really said those things, they have put those words into my mouth". In contrast, Wozniak said his comments on the matter of "small" ship control in one of his several Priuses, and concerning another withdrawal, "whether it's a mat, whether it's a sticky accelerator pedal, whatever - I believe they found the right solution If Toyota says it's not electricity, so I'm sure they're right. "When asked to explain his shipping control problem, Wozniak said," It's a bit more of a speed-boosting procedure, raising speed, and then suddenly it just goes as you think it says to go to infinity. " As for the alternative explanation, Wozniak says "If you panic and your car takes off, you do not think about these things." He also clarified that his comment was "to a group of teachers to find the museum and talk about customer support issues, how difficult it is sometimes to get to the people who really can handle your problems". Automotive journalist John Voelcker's analysis of Wozniak's description blamed the problem on user error, and was not familiar with the design differences of the adaptive cruise control system. In the Prius, unlike some other cars, pressing the acceleration button increases speed with a continuous 5 mph increase; Voelcker suggested Wozniak hold the button longer than necessary, set the voyage to a high set speed, and thus resulted in a "smooth" acceleration for the high speed he experienced. Some Prius users also suggest incorrect user feedback explanations. Others have advanced with their own stories about the erratic behavior of vehicles while using their shipping controls. In March 2010, Ward's Auto reported that users' unfamiliarity with faster response from laser-based and radar-based cruise control systems was a possible factor according to AAA, NHTSA, and the manufacturer's findings.
Driver error
The Wall Street Journal melapork
Source of the article : Wikipedia
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