Latest vehicle complaints

the start button again." When I did this everything turned off including the lights. I was still traveling at 65 MPH without lights. Luckily I didn't panic and the lights came back on when I hit the start button again. Once the vehicle coasted to a stop; and I put it in park the motor restarted. This incident was reported on 6-14-2026, complaint number 1174-4867. When I submitted this complaint, I started that GM needs to make a change so hitting the start button when the engine has stalled doesn't turn the lights off. The vehicle was towed to the dealership, they had it for two months, put around 1000 miles on it and returned it to me with no repairs made because they couldn't reproduce the problem. They returned it to me on 7-29-2026. They did not to the engine. I radio repair was unsuccessful so it went back to the dealer that same day. 8-10-2026 Vehicle return without repairs to the radio or engine. 10-10-2026 On my second drive on the highway since having the vehicle returned to me, the engine shut off again on the highway at 65 MPH. After coasting to a stop, the engine would not restart and it was towed to the dealership. They have the vehicle and are repairing the engine. My concern is that this vehicle passed a loss of propulsion recall, still had loss of propulsion twice. I have concerns for my safety in this vehicle. I do not have confidence the current repairs will not result in another loss of propulsion.

help prevent accidental operation. However, in the Honda Accord, the parking brake switch can be activated with a simple finger movement. A driver resting their hand on the center console could unintentionally operate this switch. Even if the vehicle has electronic safeguards, accidental activation while driving could cause unexpected braking, startle the driver, or create a dangerous situation. What makes this particularly concerning is that Honda uses a different placement in the Honda Odyssey, positioning the parking brake switch away from where a driver's hand naturally rests. This demonstrates that a safer, less exposed location is possible. The parking brake is not a control that drivers need to access continuously while driving. There is no justification for positioning it where a driver's hand naturally rests. This risk is especially concerning during highway driving, when an unexpected braking event or even a momentary distraction could have serious consequences. A safety-critical control should require deliberate activation and should not be susceptible to incidental contact. I strongly urge Honda and federal safety regulators to investigate this design, evaluate the risk of accidental activation, and consider relocating the switch or implementing additional safeguards. This is an unnecessary and preventable safety hazard that should be addressed before someone is injured.

stopped, so the car coasted freely and would only slow with the brake pedal. I exited the freeway and drove slowly home. The alerts stayed active after a reboot. The car was towed to the Tesla service center under warranty and is available for inspection. There were no warning signs before the failure. No crash or injury. This is the second event like this. In April 2026 the car showed safety fault alerts and, with automatic braking disabled, rolled forward twice at a red light. Tesla service reviewed the logs, called it a false sensor reading, and made no repair. A service advisor later acknowledged in writing that these were intermittent problems. My children ride in this car regularly. I no longer consider it safe to drive.

taking it into the dealership for a full electronic diagnostic scan. I don't feel safe driving this vehicle until this is addressed and corrected. (Another issue we had with this vehicle, a few months back, was the infotainment system suddenly giving off a high-pitched, unbearably loud sound when I started the car. The volume could not be lowered, nothing seemed to make it stop, not even restarting the car. Ultimately, I was able to reboot the entire system, and that seemed to resolve it. I'm often anxious when I start the car, wondering if this is going to occur again, it was so jarring.)

inspected and showed no issues. Upon further inspection, the Power Transfer Unit (PTU) was found to be leaking fluid. The dealer recommended complete replacement of the PTU. A claim was opened under the Lifetime Powertrain Warranty (Claim #[redacted]), but the warranty claim was denied. I was provided an estimate for the repair at my expense. This is a known issue on these vehicles that has been the subject of multiple recalls and class-action investigations involving loss of all-wheel-drive function, potential sudden loss of drive power, and risk of the vehicle rolling while in Park. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

"Auto Park Disabled," and "Park Brake Temporarily Unavailable." I had not previously experienced a loss of power steering assistance. The vehicle was inspected by an authorized Jeep dealership, which diagnosed an internal electronic power steering rack failure and recommended replacement at an estimated cost of $4,000. The dealership also identified a parking-related electronic module that was not communicating properly and required additional diagnosis. Both the main and auxiliary batteries were replaced, but the warnings persisted. Within three days, the dealership reported that the newly installed auxiliary battery was nearly discharged, raising additional concerns about possible electrical system malfunctions. I am the original owner, having leased the vehicle new and subsequently purchased it. The failure occurred at approximately 82,000 miles. I am also aware of NHTSA Recall 23V-352 (Jeep Recall 58A), involving the intermediate steering shaft, although its relationship to this failure has not been established. The vehicle has been inspected by the dealership, which submitted a goodwill assistance request to Stellantis. The failed component's availability for further inspection has not yet been confirmed. I am requesting investigation of this unexpected loss of power steering assistance while driving, given the significant risk of a serious accident. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

power washer. my extended warranty will not cover. I have GM vehicle with 150,000 mile and are 2012 model years that have not had brake line issues. i would like for GM to pay for cost of labor or at least pay for half th e cost of repairs at the GM dealership

[[redacted]] stated that the unit left the facility before its scheduled [redacted] service date, that the normal process for inspections, recall verification, and validation could not be completed before it departed, and that a September 7 recall review had identified an open recall on the unit that was never communicated to us. On Wednesday night, [redacted], the automatic transfer switch (ATS) caught fire. We were home and immediately unplugged the vehicle from shore power. The fire department did not respond. No one was injured. The ATS was subsequently replaced by a local mobile technician approved by Jayco, and Jayco paid the technician a little over $1,000 for the replacement. The recall remedy was completed afterward. The original burnt ATS unit has been retained, and photos of the charred terminals and melted wiring are attached. Following the fire, the vehicle's 12V refrigerator began malfunctioning on [redacted], and was dead by [redacted]. Note: NHTSA previously opened Audit Query AQ24-003 investigating Blue Compass RV for delivering new vehicles with unrepaired safety recalls. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

understand the fault code remains stored. There has been no dealer diagnosis yet. A VIN check on [redacted] showed 0 open recalls onM this vehicle. I am reporting this so it is on record as a possible safety defect involving a sudden shut down in traffic with a transmission warning. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

years and was very satisfied with it. I traded it for the Escape solely because of the greater electric range that was guaranteed at the time of purchase. For the first year of ownership I was very pleased with the Escape's performance and range.For more than one year Ford's official instructions required me not to charge the high-voltage battery above 80% and to drive only in EV Auto mode because of the fire hazard. This prolonged restriction created ongoing safety-related stress and prevented normal use of the vehicle's primary hybrid function. On [redacted], I took the vehicle to an authorized Ford dealer for the recall remedy. The dealer performed the Battery Energy Control Module (BECM) software update (the only official remedy). After the update, my usable battery capacity was permanently reduced by approximately 25-30% .The dealer confirmed that the original battery remains in the vehicle and will not be replaced, as it does not currently display DTC P0B24 under Customer Satisfaction Program 26N15. I request that NHTSA evaluate whether a software update that permanently reduces usable battery capacity by 25-30% and leaves the original defective cells in place constitutes an adequate remedy for a safety defect involving fire and loss-of-power risk. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

whether a safety recall is necessary. With numerous complaints reportedly coming from other owners, this issue deserves immediate attention before someone is seriously injured or killed. We should not have to wait for a tragedy before action is taken. Thank for looking into this matter