Owner reports filed with NHTSA about this vehicle, newest first and reproduced as filed. They are unverified accounts: one proves nothing, and a pattern across many is the thing worth reading. Back to the full 2001 record →
WHEN APPLYING BRAKES AT ANY SPEED VEHICLE PULLS EITHER TO LEFT OR RIGHT. DEALER TURNED ROTORS AND REPLACED BRAKE PADS, CHECKED WHEEL ALIGNMENT. ( 1000 MILES ) IN MARCH VEHICLE WAS TAKEN BACK TO DEALER FOR THE SAME PROBLEM, DEALER TURNED ROTORS AGAIN, VEHICLE STILL PULLS TO SIDES WHEN BRAKES ARE APPLIED. *AK
VEHICLE HAS HAD TWO SEPARATE TIRE INCIDENTS. FIRST INCIDENT OCCURRED ON FRONT DRIVER'S SIDE TIRE WHICH WENT FLAT WITHOUT WARNING WHILE VEHICLE WAS IN MOTION. DEALER WAS ABLE TO REPAIR SEAM OF TIRE. ON SECOND INCIDENT, LEFT REAR TIRE TREAD SEPARATED FROM THE TIRE WHILE THE VEHICLE WAS MOVING APPROXIMATELY 65 MPH. TIRE SHREDDED. FIRESTONE, STEELTEX, ALTERRAIN, P265/75R16. TIRES WERE PURCHASED WITH VEHICLE AND HAVE APPROXIMATELY 4400 MILES ON THEM. *AK
SEAT BELT ON DRIVER'S SIDE KEEPS COMING UNLATCHED. SEAT BELT HAS TO BE FORCED TO KEEP FROM COMING LOOSE. CONTACTING DEALER. *AK DEALER REPLACED. *SLC
WHEN DRIVING AT HIGHWAY SPEEDS AND ROAD IS JUST A BIT UNEVEN, VEHICLE BOUNCES ALL OVER ROAD. HARD TO CONTROL, THIS DOES NOT HAPPEN WHEN TOWING TRAILER. *AK CONSUMER STATES THAT THE FRONT BOTTOMS OUT AND CAUSES THE FRONT END TO RISE SUDDENLY, CONSUMER FEELS THE PROBLEM IS WITH THE RUBBER STOPPERS THAT ARE BOLTED TO THE FRAME THAT KEEP THE SPRING FROM HITTING THE FRAME, THE ONES ON THIS VEHICLE ARE ONLY 3/4 INCH CLEARANCED FROM THE TOP OF THE SPRING TO THE STOPPER, CONSUMER STATES MOST VEHICLES HAVE 4 INCHES. *SLC
VEHICLE EXPERIENCES EXCESSIVE VIBRATION WHILE IN MOTION. DEALER REBALANCED TIRES. AT A SECOND VISIT, DEALER REPLACED ALL FOUR TIRES. BUT PROBLEM STILL OCCURS. *AK
CONSUMER WAS TRAVELING ABOUT 60MPH ON HIGHWAY WITHOUT PRIOR NOTICE FRONT END OF VEHICLE STARTED BOUNCING UP AND DOWN TO THE POINT THAT DRIVER ALMOST LOST CONTROL OF VEHICLE. DEALERSHIP AWARE OF PROBLEM.*AK
LOAD BANG AND TIRE BLEW OUT IN INTERSTATE 80. LOOK LIKE INTERNAL RIP BY TREAD WARE TIRE WAS DESTROYED. DEALER REPLACE BUT OFFERED NO REASON AS TO WHAT HAPPENED. *AK (TIRESIZE: 265/75/16)( DOT NUMBER: TIRE SIZE: 265/75/16 )
FAILURE OF CRUISE CONTROL TO CANCEL FROM THE STEERING WHEEL OR FROM THE BRAKE. THE CRUISE CONTROL WAS ACTIVATED AT APPROXIMATELY 65-70 MPH. AFTER APPLYING THE FOOT BRAKE THE VEHICLE FAILED TO DISENGAGE THE CRUISE CONTROL. I WAS FORTUNATE ENOUGH TO BE ABLE TO REDUCE THE SPEED EVEN AS THE RPM CONTINUED TO STAY AT 2000RPM, ALTHOUGH IT TOOK A MUCH GREATER DISTANCE THAN NORMAL. I BROUGHT THE VEHICLE TO A STOP AND THE ENGINE CONTINUED TO REV AT 2000RPM. THE CANCEL BUTTON ON THE STEERING WHEEL WOULD NOT DISENGAGE THE ENGINE RPM AT 2000, AND NEITHER WOULD THE BRAKE PEDAL. I PULLED TO THE RIGHT SIDE OF THE ROAD AND AND PLACED THE TRANSMISSION IN PARK, AND THE ENGINE CONTINUED TO REV AT 2000RPM. I APPLIED MORE FUEL AND WAS ABLE TO REV THE ENGINE BETWEEN 2000 AND 3000RPM ONLY. THE CANCEL BUTTON ON THE STEERING WHEEL CONTINUED TO BE INOPERABLE. FINALLY, AT ONE POINT, I RELEASED MY FOOT FROM THE BRAKE PEDAL AND THE RPM THEN DROPPED TO THE NORMAL IDLE RANGE. I THEN OPENED THE HOOD AND INSPECTED THE ENGINE COMPARTMENT BUT WAS UNABLE TO SEE ANYTHING SIGNIFICANT TO HAVE CAUSED THIS TO HAVE OCCURRED. I CONSIDER MYSELF QUITE LUCKY TO HAVE BEEN IN THE PARTICULAR DRIVING SITUATION WHERE I HAD AMPLE ROOM TO BRING THE VEHICLE TO A STOP WITHOUT HAVING BEEN INVOLVED IN AN ACCIDENT OR TO HAVE INVOLVED OTHERS IN AN ACCIDENT. MY SUSPICIONS ARE THAT THE CODE THAT MONITORS THE SWITCHES WAS SOMEHOW CONFUSED. I HAVE TAKEN THE VEHICLE TO COVERT FORD WHERE IT HAS BEEN SINCE 11/14/2000. YESTERDAY, I AM TOLD, A
THE CRUISE CONTROL WAS ACTIVATED AT APROXIMATELY 65-70MPH. AFTER APPLYING THE FOOT BRAKE THE VEHICLE FAILED TO DISENGAGE THE CRUISE CONTROL. I WAS FORTUNATE ENOUGH TO BE ABLE TO REDUCE THE SPEED EVEN AS THE RPM CONTINUED TO STAY AT 2000 RPM, ALTHOUGH IT TOOK A MUCH GREATER DISTANCE THAN NORMAL. I BROUGHT THE VEHICLE TO A STOP AND THE ENGINE CONTINUED TO REV AT 2000 RPM. THE CANCEL BUTTON ON THE STEERING WHEEL WOULD NOT DISENGAGE AND NEITHER WOULD THE BRAKE. I PULLED TO THE SIDE OF THE ROAD AND PLACED THE TRANSMISSION IN PARK, AND THE ENGINE CONTINUED TO REV AT 2000 RPM. I APPLIED MORE FUEL AND WAS ABLE TO REV THE ENGINE BETWEEN 2000 AND 3000 RPM ONLY. THE CANCEL BUTTON ON THE STEERING WHEEL CONTINUED TO BE INOPERABLE. FINALLY AT ONE POINT I RELEASED MY FOOT FROM THE BRAKE PEDAL AND THE RPM THEN DROPPED TO THE NORMAL IDLE RANGE. I THEN OPENED THE HOOD AND INSPECTED THE ENGINE COMPARTMENT BUT WAS UNABLE TO SEE ANYTHING SIGNIFICANT TO HAVE CAUSED THIS TO HAVE OCCURRED. I CONSIDER MYSELF QUITE LUCKY TO HAVE BEEN IN THE PARTICULAR DRIVING SITUATION WHERE I HAD AMPLE ROOM TO BRING THE VEHICLE TO A STOP WITHOUT HAVING BEEN INVOLVED IN AN ACCIDENT OR TO HAVE INVOLVED OTHERS IN AN ACCIDENT. HAVING WORKED WITH COMPUTERS FOR MOST OF MY LIFE I SUSPECT THAT THE CODE WAS SOMEHOW FOULED UP THAT MAY OR MAY NOT BE INVOLVED IN MONITORING THE STATUS OF THE CANCEL SWITCHES...JUST A HUNCH. HAVE THERE BEEN ANY OTHER REPORTS OF SUCH AN INCIDENT ON FORD EXCURSION OR FORD F250 FROM WHICH THIS MODEL I
NHTSA publishes every complaint as the owner wrote it and investigates only a fraction. Spelling, capitalisation and judgement are the filer’s own. What carries weight is repetition: the same component failing the same way across many filings, and whether the manufacturer eventually opened a recall for it.
Full record for the 2001 Ford Excursion → · Every Excursion year → · How the figures are calculated →