Failure counts from ODI?S analysis are stated above; see the additional problem experience discussion in the summary report.Ford data contained duplicative reports for 4 ODI complaints and 1 crash.three crashes were allegedly due to intermittent operation of the electronic throttle control (etc) pedal, one crash occurred when an etc disabled vehicle was struck by another motorist, one report contained no detail.the injuries were minor.an issue involving fixed etc pedals was investigated also, however failure reports and populations are not shown above; see summary report for detail.although Ford has used etc based throttle control systems for many years, the pap feature was new for MY 2002.the subject etc sensor produces two output signals which the engine management system (ems) utilizes to:1) determine fueling requirements; and 2) perform sensor diagnostics.one signal is linearly proportional to throttle pedal position; the second is a digital signal.by design, the detection of a sensor fault results in the engine returning to (or remaining at) the idle state.Ford identified a defect in the pap etc sensor which prematurely affected an output signal; the migration of internal sensor lubricant caused a loss of proportional signal.the failure mechanism is progressive and as the sensor deteriorates, the ems will detect a fault, store a fault code, illuminate a warning lamp, and the engine may remain at/return to idle.in the early stages, normal operation can be regained by pedal re-application.the failure progresses until the engine remains at idle.the engine does not stall, power assisted steering and braking systems are unaffected. Ford corrected the etc sensor defect and conducted field service action (fsa) 03B03 to replace etc pedals, addressing 50% of vehicles.at Agency request to improve completion rate, Ford extended fsa 03B03 for 6 months.based on ODI's analysis of available data, Ford's action has appropriately resolved the etc sensor proplem in the subject vehicles.the closing of the investigation does not constitute a finding by NHTSA that a safety-related defect does not exist, and should not be considered as having any precedential value or effect binding the Agency in future defect investigations. See the attached summary report for additional information.
