Owners have filed 32 complaints
about the 2000 Chevrolet Prizm with NHTSA between 2000 and 2015.
The largest single group is the engine & cooling.
Across this model's run it ranks 4 of 5 worst.
The letter says how bad. This says what kind — whether this year drew
an unusual number of complaints, unusually dangerous
ones, or failures that arrived unusually early.
The dashed ring is 50 — the national norm. Further out is worse.
Complaint volume — 42
Against the median year of the Chevrolet Prizm. 50 means typical for this
model; 100 means roughly double.
Severity — 100
43.8% of these complaints
involved a crash, fire, injury or death, against a national rate of
9.7%.
Early failure — 51
30% of failures with a mileage on record happened under
36,000 miles, against a national rate of
29%.
How 2000 compares with every other Chevrolet Prizm
Complaints filed with NHTSA, by model year. Bar colour is the FaultScore grade:
A
B
C
D
F
ungraded
What breaks on a 2000 Chevrolet Prizm
Every complaint is filed against a part. Follow any row for the complaints about that part alone.
Engine & Cooling
618.8%
0 crashes, 1 fires · median 82,000 mi
Seats
412.5%
4 crashes, 0 fires · median 48,000 mi
Brakes
412.5%
0 crashes, 1 fires · median 130,000 mi
Doors, Latches & Locks
39.4%
Median failure at 75,500 miles
Seat Belts
39.4%
Median failure at 13,500 miles
Tires
26.3%
Windows, Mirrors & Wipers
26.3%
Median failure at 28,500 miles
Airbags
26.3%
1 crashes, 0 fires · median 56,000 mi
Transmission & Drivetrain
26.3%
Median failure at 72,086 miles
Equipment & Accessories
13.1%
Median failure at 25,000 miles
Acceleration & Cruise Control
13.1%
1 crashes, 0 fires
Body & Structure
13.1%
Median failure at 25,000 miles
Electrical System
13.1%
0 crashes, 1 fires
When it fails
Odometer readings owners gave when they filed. About half of all
complaints include one.
1,000 – 9,999 miles
15.0%
25,000 – 49,999 miles
945.0%
50,000 – 74,999 miles
525.0%
75,000 – 99,999 miles
315.0%
100,000 – 149,999 miles
210.0%
NHTSA crash tests
The agency crash-tested this model year itself. These are its own
photographs and star ratings.
These stars come from the pre-2011 crash test programme. NHTSA
rebuilt the programme for the 2011 model year and states that
ratings either side of that change are not comparable — so do
not read these against a 2011-or-newer car's stars.
Configuration
Overall
Front
Side
Rollover
2000 Chevrolet Prizm 4-DR.
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2000 Chevrolet Prizm 4-DR. w/SAB
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When owners complained
A spike years after the car went on sale usually means a part wearing
out on schedule across the whole fleet — the kind of pattern no single
owner can see from inside their own car.
Feb 2000peak 4Jan 2015
Recalls on the 2000 Chevrolet Prizm
A complaint is one owner's allegation. A recall is the point at which
the manufacturer or a regulator agreed the defect is real and dangerous
enough to fix for free — however old the car is.
United States — NHTSA
10E002000
SUSPENSION
RIDE CONTROL IS RECALLING CERTAIN FRONT STRUT MOUNTS BRANDED AS GABRIEL RIDE CONTROL OR ARVINMERITOR, P/NOS. 142435, 142193, 142305, 142303, SOLD AS REPLACEMENT EQUIPMENT FOR THE VEHICLES LISTED ABOVE. THE AFFECTED FRONT STRUT MOUNTS DID NOT CONTAIN A WELD JOINT BETWEEN THE BEARING HOUSING AND THE RATE PLATE.
Risk: THE ABSENCE OF THE WELD CAN ALLOW THE STRUT TO COME OUT OF ITS MOUNTING POSITION UNDER CERTAIN EXTREME DRIVING CONDITIONS WHICH COULD CAUSE DAMAGE TO SURROUNDING VEHICLE COMPONENTS INCREASING THE RISK OF A CRASH.
Reports where the owner recorded a crash, a fire, an injury or a death.
at 130,000 milesST. Louis, MOFire
ENGINE
TL* THE CONTACT OWNED A 2000 CHEVROLET PRIZM. WHILE DRIVING APPROXIMATELY 35 MPH, THE CONTACT NOTICED SMOKE COMING FROM THE FRONT OF THE VEHICLE. IN ADDITION, THE CONTACT STATED THAT THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND; HOWEVER, THE CONTACT WAS ABLE TO PREVENT A CRASH. THE VEHICLE CAUGHT FIRE. THE FIRE DEPARTMENT WAS ABLE TO EXTINGUISH THE FIRE. A POLICE REPORT WAS FILED AND THERE WERE NO INJURIES REPORTED. THE VEHICLE WAS DESTROYED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 130,000.
NHTSA complaint #10672152 — an unverified report by a vehicle owner.
at 130,000 milesST. Louis, MOFire
SERVICE BRAKES
TL* THE CONTACT OWNED A 2000 CHEVROLET PRIZM. WHILE DRIVING APPROXIMATELY 35 MPH, THE CONTACT NOTICED SMOKE COMING FROM THE FRONT OF THE VEHICLE. IN ADDITION, THE CONTACT STATED THAT THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND; HOWEVER, THE CONTACT WAS ABLE TO PREVENT A CRASH. THE VEHICLE CAUGHT FIRE. THE FIRE DEPARTMENT WAS ABLE TO EXTINGUISH THE FIRE. A POLICE REPORT WAS FILED AND THERE WERE NO INJURIES REPORTED. THE VEHICLE WAS DESTROYED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 130,000.
NHTSA complaint #10672152 — an unverified report by a vehicle owner.
Tampa, FLFire
ELECTRICAL SYSTEM:WIRING
AFTER PARKING VEHICLE FOR ONLY FIVE MINUTES CONSUMER RETURNED TO VEHICLE AND NOTICED VEHICLE WAS ON FIRE. DEALER AND MANUFACTURER WERE CONTACTED.
NHTSA complaint #10079744 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS:FRONT ASSEMBLY:RECLINER
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS:FRONT ASSEMBLY:HEAD RESTRAINT
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
The most recent complaints
In the owners' own words, exactly as filed with NHTSA.
at 130,000 milesST. Louis, MOFire
ENGINE
TL* THE CONTACT OWNED A 2000 CHEVROLET PRIZM. WHILE DRIVING APPROXIMATELY 35 MPH, THE CONTACT NOTICED SMOKE COMING FROM THE FRONT OF THE VEHICLE. IN ADDITION, THE CONTACT STATED THAT THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND; HOWEVER, THE CONTACT WAS ABLE TO PREVENT A CRASH. THE VEHICLE CAUGHT FIRE. THE FIRE DEPARTMENT WAS ABLE TO EXTINGUISH THE FIRE. A POLICE REPORT WAS FILED AND THERE WERE NO INJURIES REPORTED. THE VEHICLE WAS DESTROYED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 130,000.
NHTSA complaint #10672152 — an unverified report by a vehicle owner.
at 130,000 milesST. Louis, MOFire
SERVICE BRAKES
TL* THE CONTACT OWNED A 2000 CHEVROLET PRIZM. WHILE DRIVING APPROXIMATELY 35 MPH, THE CONTACT NOTICED SMOKE COMING FROM THE FRONT OF THE VEHICLE. IN ADDITION, THE CONTACT STATED THAT THE BRAKE PEDAL WAS DEPRESSED AND FAILED TO RESPOND; HOWEVER, THE CONTACT WAS ABLE TO PREVENT A CRASH. THE VEHICLE CAUGHT FIRE. THE FIRE DEPARTMENT WAS ABLE TO EXTINGUISH THE FIRE. A POLICE REPORT WAS FILED AND THERE WERE NO INJURIES REPORTED. THE VEHICLE WAS DESTROYED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 130,000.
NHTSA complaint #10672152 — an unverified report by a vehicle owner.
at 56,000 milesCoatesville, PA
AIR BAGS
TL* THE CONTACT OWNS A 2000 CHEVROLET PRISM. THE CONTACT STATED THAT THE AIR BAG LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN TO THE DEALER WHO DIAGNOSED THAT THE AIR BAG AND AIR BAG SENSOR WAS DEFECTIVE AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED BUT THE FAILURE RECURRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 56,000. UPDATED 11/14/14*CN UPDATED 7/28/2015
NHTSA complaint #10583199 — an unverified report by a vehicle owner.
at 90,000 milesOrland Park, IL
ENGINE
THE PISTON SKIRTS ON THE 2000 MODEL WERE TOO SHORT (THEY WERE REPLACED WITH APPROPRIATE SKIRTS IN A LATER YEAR MODEL). THE VERY SHORT SKIRT ALLOWS THE PISTON TO TILT IN THE CYLINDER MUCH SOONER THAN WOULD HAPPEN IN NORMAL ENGINES. THIS CAUSES THE RINGS TO FAIL TO SEAT PROPERLY MUCH EARLIER THAN WOULD HAPPEN IN AN ENGINE WITH NORMAL SKIRT LENGTHS. THIS CAUSES EXCESSIVE OIL CONSUMPTION WHERE THE AMOUNT OF OIL CONSUMED RISES EXPONENTIALLY WITH THE NUMBER OF MILES DRIVEN. AT SOME POINT, THE ENGINE COULD MALFUNCTION WHILE THE DRIVER IS DRIVING.
NHTSA complaint #10468023 — an unverified report by a vehicle owner.
at 99,000 milesLouisville, KY
LATCHES/LOCKS/LINKAGES:DOORS:LATCH
TL* THE CONTACT OWNS A 2000 CHEVROLET PRISM. THE CONTACT STATED THAT WHEN THE DRIVERS DOOR WOULD LOCK, THE DRIVER WAS UNABLE TO EXIT THE VEHICLE FROM INSIDE. IN ORDER TO EXIT THE VEHICLE, HE WOULD HAVE TO OPEN THE WINDOW TO ENGAGE THE EXTERIOR DOOR LATCH. THE VEHICLE WAS NOT INSPECTED BY A DEALER NOR WAS IT REPAIRED. THE VIN WAS UNAVAILABLE. THE FAILURE AND CURRENT MILEAGE WAS APPROXIMATELY 99,000.
NHTSA complaint #10381117 — an unverified report by a vehicle owner.
at 94,000 milesJasper, GA
ENGINE AND ENGINE COOLING:ENGINE
CHEVROLET PRIZM...COROLLA IN DISGUISE. CAR DRINKS OIL BAD. HAVE OWNED A 2000 MODEL BOUGHT IN 2008 WITH 44,000 MILES CAR LOOKED AND DROVE LIKE NEW SO I THOUGHT CAR IS MADE BY TOYOTA NO NEED TO CHECK UNDER THE HOOD. WRONG!!! GOT HOME WITH THE CAR AND MY DAD WANTED TO DRIVE IT,HE'S A MECHANIC.GETS BACK HOME MAD. HE HEARD A TICKING NOISE,( I DIDN'T NOTICE CAUSE LAST CAR WAS WORE OUT AND NOISY...THIS WAS QUITE FOR ME) CHECKED OIL AND THERE WAS LESS THAN A QUART IN THE OIL PAN IT ONLY HOLDS A LITTLE OVER 3QTS. HE PUT OIL IN IT AND IT WAS SUPER QUITE MOTOR. DROVE THE CAR TIL BOUT 94000. AT FIRST THE CAR NEEDED ONLY 1 QT EVERY 600-800 MILES. THAT WAS OK I WAS USED TO THAT. THEN IT GOT WORSE AND WORSE. 1 QT EVERY 50 TO 100 MILES. MY DAD TORE IT APART LOOKED EVERY WHERE FOR A LEAK. NONE NOTHING!!! IT WAS BURNING OIL HE FOUND OUT BUT COULD NOT TELL WHERE IT WAS COMING FROM. THIS IS VERY BAD BECAUSE THE CATALYTIC CONVERTER CAN ONLY HOLD SO MUCH BEFORE IT CLOGGED AND BURNT SLAP OUT!!! ALMOST 7000$ I PAID FOR THAT CAR SUPPOSEDLY OF TOYOTA QUALITY, NOT COUNTING ALL OF THE OIL NOW IN OUR O-ZONE. BESIDES THE OIL PROBLEM THAT ALMOST EVERY ONE FACES WHEN OWNING THESE VEHICLES INCLUDING COROLLAS SAME MOTOR, BEST CAR I HAVE EVER OWNED. I JUST BOUGHT ANOTHER ONE HOPING IT WOULD BE CLEAR OF ENGINE ISSUES. WRONG... MY DAD HAS LOOKED IT ALL OVER CAN'T FIND OUT STILL WHAT THE PROBLEM IS. PLEASE RESEARCH THIS REALLY GOOD AND HELP US PRISM OWNERS HAVE RESTITUTION TO SEE THAT RECALL ENVELOPE IN THE MAIL. LOOK AT EVERY CAR REVIEW SITE AND YALL WILL SEE THAT 9 OUT OF 10 COMPLAINTS ARE OIL USAGE. MAYBE THAT'S THE REASON YOU DON'T SEE THEM MUCH ANYMORE. BUT MOST IMPORTANTLY US PRISM OWNERS( THAT ARE LEFT LOL) NEED OUR CARS FIXED WHERE THE EARTH DOES NOT HAVE SUFFER ANY MORE NETHER THE LESS OUR WALLETS. OIL, DIAGNOSTICS. CATALYTIC CONVERTERS..ETC.YOU HAVE TO CHECK OIL CONSTANT. OIL LIGHT NEVER WORKS FOR ANYONE THAT'S WHY THEIR ALL GONE. YOU WILL SEE ON ALL REVIEW SITES.
NHTSA complaint #10376751 — an unverified report by a vehicle owner.
at 74,000 milesHamilton Square, NJ
ENGINE AND ENGINE COOLING
TL*THE CONTACT OWNS A 2000 CHEVROLET PRIZM. THE VEHICLE BEGAN BURNING A QUART OF OIL PER MONTH AND CURRENTLY USES THREE QUARTS OF OIL PER WEEK. WHEN DIAGNOSTIC TESTS WERE INITIALLY PERFORMED, THE RESULTS INDICATED THAT THERE WAS NOTHING WRONG WITH THE VEHICLE. THE LINES WERE TESTED AND THE RESULTS INDICATED THAT THERE WERE NO LEAKS AND THE PRESSURE WAS NORMAL. CURRENTLY, A MECHANIC HAS CONCLUDED THAT THE OIL RING IN THE ENGINE NEEDS TO BE REPLACED, WHICH WOULD COST $2,000 - $3,000. THE PURCHASE DATE WAS UNKNOWN. THE CURRENT MILEAGE WAS 104,000 AND FAILURE MILEAGE WAS 74,000.
NHTSA complaint #10205503 — an unverified report by a vehicle owner.
Rosedale, MD
TIRES
2000 PRIZM LEFT FRONT TIRE BLEW OUT. *TS THE BLOWOUT CAUSED DAMAGE TO THE LEFT FRONT OF THE VEHICLE. *NM UPDATED 07/20/06
NHTSA complaint #10163681 — an unverified report by a vehicle owner.
Afton, WY
SEAT BELTS:FRONT:BUCKLE ASSEMBLY
DT: THE CONTACT STATED THE DRIVER'S SIDE FRONT SEAT BELT WILL NOT LATCH. THE SERVICE DEALER REFERRED THE CONTACT TO CHEVROLET CONSUMER HOTLINE; THEY INFORMED HIM THAT THE VEHICLE NEEDED TO HAVE A DIAGNOSTIC TEST RAN BEFORE THE SERVICE MANAGER WOULD BE AUTHORIZED TO PERFORM THE WORK ON THE VEHICLE. THERE WAS NO SPECIFIC SEATING POSITION THAT KEPT THE SEAT BELT FROM LATCHING.
NHTSA complaint #10133087 — an unverified report by a vehicle owner.
at 25,000 milesTallahassee, FL
STRUCTURE:BODY:DOOR
AT 15K MILES, MY REAR PASSENGER WINDOW MOTOR QUIT WORKING. AT 35K MILES, MY DRIVER INDOOR "PLASTIC" DOOR HANDLE COMPLETELY BROKE OFF WITH NO WARNING WHATSOEVER. AT 75K MILES, MY DRIVER WINDOW MOTOR QUIT WORKING (I NOW HAVE NO WAY OF OPENING MY DOOR FROM THE INSIDE). AND AT 85K, MY PASSENGER FRONT DOOR HANDLE STARTED TO CRACK. THE DEALER WANTS TO CHARGE ALMOST $40 A PIECE FOR THE HANDLES, EACH, AND THEN 140.00 EACH TO INSTALL. THIS IS A LITTLE PIECE OF PLASTIC, AND SHOULD NOT BE SO MUCH. THE MOTORS ARE ROUGHLY $100 EACH TO REPLACE, PLUS THE LABOR. THE SEATBELT SIGN FLASHES ALL THE TIME, WHETHER I AM BUCKLED IN OR NOT, AND I AM TOLD THE WHOLE SEAT BELT NEEDS TO BE REPLACES, AT ANOTHER $235. NOW MY SPARK PLUG COILS ARE SUPPOSEDLY BAD, AND I AM LOOSING OIL. THE CAR HAS 82 MILES ON IT WHEN I DROVE IT OFF THE LOT IN NOVEMBER OF 2000, AND I HAVE ONLY HAD TO REPLACE THE BRAKES 1 TIME. I AM NOT HARD ON THE CAR, BUT DOUBT I WILL PURCHASE ANOTHER CHEVROLET.
NHTSA complaint #10130103 — an unverified report by a vehicle owner.
at 25,000 milesTallahassee, FL
VISIBILITY:POWER WINDOW DEVICES AND CONTROLS
AT 15K MILES, MY REAR PASSENGER WINDOW MOTOR QUIT WORKING. AT 35K MILES, MY DRIVER INDOOR "PLASTIC" DOOR HANDLE COMPLETELY BROKE OFF WITH NO WARNING WHATSOEVER. AT 75K MILES, MY DRIVER WINDOW MOTOR QUIT WORKING (I NOW HAVE NO WAY OF OPENING MY DOOR FROM THE INSIDE). AND AT 85K, MY PASSENGER FRONT DOOR HANDLE STARTED TO CRACK. THE DEALER WANTS TO CHARGE ALMOST $40 A PIECE FOR THE HANDLES, EACH, AND THEN 140.00 EACH TO INSTALL. THIS IS A LITTLE PIECE OF PLASTIC, AND SHOULD NOT BE SO MUCH. THE MOTORS ARE ROUGHLY $100 EACH TO REPLACE, PLUS THE LABOR. THE SEATBELT SIGN FLASHES ALL THE TIME, WHETHER I AM BUCKLED IN OR NOT, AND I AM TOLD THE WHOLE SEAT BELT NEEDS TO BE REPLACES, AT ANOTHER $235. NOW MY SPARK PLUG COILS ARE SUPPOSEDLY BAD, AND I AM LOOSING OIL. THE CAR HAS 82 MILES ON IT WHEN I DROVE IT OFF THE LOT IN NOVEMBER OF 2000, AND I HAVE ONLY HAD TO REPLACE THE BRAKES 1 TIME. I AM NOT HARD ON THE CAR, BUT DOUBT I WILL PURCHASE ANOTHER CHEVROLET.
NHTSA complaint #10130103 — an unverified report by a vehicle owner.
at 25,000 milesTallahassee, FL
SEAT BELTS:FRONT:WARNING LIGHT/DEVICES
AT 15K MILES, MY REAR PASSENGER WINDOW MOTOR QUIT WORKING. AT 35K MILES, MY DRIVER INDOOR "PLASTIC" DOOR HANDLE COMPLETELY BROKE OFF WITH NO WARNING WHATSOEVER. AT 75K MILES, MY DRIVER WINDOW MOTOR QUIT WORKING (I NOW HAVE NO WAY OF OPENING MY DOOR FROM THE INSIDE). AND AT 85K, MY PASSENGER FRONT DOOR HANDLE STARTED TO CRACK. THE DEALER WANTS TO CHARGE ALMOST $40 A PIECE FOR THE HANDLES, EACH, AND THEN 140.00 EACH TO INSTALL. THIS IS A LITTLE PIECE OF PLASTIC, AND SHOULD NOT BE SO MUCH. THE MOTORS ARE ROUGHLY $100 EACH TO REPLACE, PLUS THE LABOR. THE SEATBELT SIGN FLASHES ALL THE TIME, WHETHER I AM BUCKLED IN OR NOT, AND I AM TOLD THE WHOLE SEAT BELT NEEDS TO BE REPLACES, AT ANOTHER $235. NOW MY SPARK PLUG COILS ARE SUPPOSEDLY BAD, AND I AM LOOSING OIL. THE CAR HAS 82 MILES ON IT WHEN I DROVE IT OFF THE LOT IN NOVEMBER OF 2000, AND I HAVE ONLY HAD TO REPLACE THE BRAKES 1 TIME. I AM NOT HARD ON THE CAR, BUT DOUBT I WILL PURCHASE ANOTHER CHEVROLET.
NHTSA complaint #10130103 — an unverified report by a vehicle owner.
at 25,000 milesTallahassee, FL
EQUIPMENT
AT 15K MILES, MY REAR PASSENGER WINDOW MOTOR QUIT WORKING. AT 35K MILES, MY DRIVER INDOOR "PLASTIC" DOOR HANDLE COMPLETELY BROKE OFF WITH NO WARNING WHATSOEVER. AT 75K MILES, MY DRIVER WINDOW MOTOR QUIT WORKING (I NOW HAVE NO WAY OF OPENING MY DOOR FROM THE INSIDE). AND AT 85K, MY PASSENGER FRONT DOOR HANDLE STARTED TO CRACK. THE DEALER WANTS TO CHARGE ALMOST $40 A PIECE FOR THE HANDLES, EACH, AND THEN 140.00 EACH TO INSTALL. THIS IS A LITTLE PIECE OF PLASTIC, AND SHOULD NOT BE SO MUCH. THE MOTORS ARE ROUGHLY $100 EACH TO REPLACE, PLUS THE LABOR. THE SEATBELT SIGN FLASHES ALL THE TIME, WHETHER I AM BUCKLED IN OR NOT, AND I AM TOLD THE WHOLE SEAT BELT NEEDS TO BE REPLACES, AT ANOTHER $235. NOW MY SPARK PLUG COILS ARE SUPPOSEDLY BAD, AND I AM LOOSING OIL. THE CAR HAS 82 MILES ON IT WHEN I DROVE IT OFF THE LOT IN NOVEMBER OF 2000, AND I HAVE ONLY HAD TO REPLACE THE BRAKES 1 TIME. I AM NOT HARD ON THE CAR, BUT DOUBT I WILL PURCHASE ANOTHER CHEVROLET.
NHTSA complaint #10130103 — an unverified report by a vehicle owner.
at 72,086 milesWalworth, NY
POWER TRAIN:AUTOMATIC TRANSMISSION
SPRING 2004, OIL CHANGE MECHANIC NOTICED EXCESSIVE SLUDGE (APPX 65000 MILES ON CAR). CLEANED ENGINE OUT, CHANGED OIL (CAR HAS HAD REGULAR OIL CHANGES EVERY 3-4K MILES). AFTER THAT CAR WAS NOTED TO BE USING TOO MUCH OIL (TOPPING OFF AT EACH 1500 MILES THEY HAD TO ADD 2 AND A HALF QUARTS). TOOK TO DEALER AT ABOUT 67000 NOTING OIL PROBLEM AND CHECK ENGINE LIGHT. LIGHT TURNED OUT TO BE A CATALYTIC CONVERTER PROBLEM. REPLACED. NOTHING DONE ON OIL PROBLEM. AT 70000 MILES ENGINE WAS HESITATING AND CONTINUING TO BURN OIL. TOOK BACK TO DEALER. CHARGED ME FOR NEW SPARK PLUGS FIRST THEN FOUND OTHER PROBLEMS (BELIEVE IT WAS AIR FLOW SENSOR.) AT 72,000, TOOK BACK TO DEALER FOR EXCESSIVE OIL USE. CHANGED OIL AND TOLD ME TO COME BACK WHEN IT HAD BURNED A QUART. ON THE WAY HOME FROM DEALER, ENGINE BLEW UP. UNDER GM EXTENDED WARRANTY, LOWER HALF OF ENGINE REPLACED. THREE WEEKS AFTER IT WAS REPAIRED (WHICH TOOK A MONTH) TRANSMISSION DIED. REPLACED TRANNY UNDER WARRANTY. APPARENTLY I'M LUCKY IT WAS UNDER THE CHEVY NAME AND NOT TOYOTA, BUT SAME PROBLEM IS NOTED ON A NUMBER OF THOSE.
NHTSA complaint #10121612 — an unverified report by a vehicle owner.
at 72,086 milesWalworth, NY
ENGINE AND ENGINE COOLING
SPRING 2004, OIL CHANGE MECHANIC NOTICED EXCESSIVE SLUDGE (APPX 65000 MILES ON CAR). CLEANED ENGINE OUT, CHANGED OIL (CAR HAS HAD REGULAR OIL CHANGES EVERY 3-4K MILES). AFTER THAT CAR WAS NOTED TO BE USING TOO MUCH OIL (TOPPING OFF AT EACH 1500 MILES THEY HAD TO ADD 2 AND A HALF QUARTS). TOOK TO DEALER AT ABOUT 67000 NOTING OIL PROBLEM AND CHECK ENGINE LIGHT. LIGHT TURNED OUT TO BE A CATALYTIC CONVERTER PROBLEM. REPLACED. NOTHING DONE ON OIL PROBLEM. AT 70000 MILES ENGINE WAS HESITATING AND CONTINUING TO BURN OIL. TOOK BACK TO DEALER. CHARGED ME FOR NEW SPARK PLUGS FIRST THEN FOUND OTHER PROBLEMS (BELIEVE IT WAS AIR FLOW SENSOR.) AT 72,000, TOOK BACK TO DEALER FOR EXCESSIVE OIL USE. CHANGED OIL AND TOLD ME TO COME BACK WHEN IT HAD BURNED A QUART. ON THE WAY HOME FROM DEALER, ENGINE BLEW UP. UNDER GM EXTENDED WARRANTY, LOWER HALF OF ENGINE REPLACED. THREE WEEKS AFTER IT WAS REPAIRED (WHICH TOOK A MONTH) TRANSMISSION DIED. REPLACED TRANNY UNDER WARRANTY. APPARENTLY I'M LUCKY IT WAS UNDER THE CHEVY NAME AND NOT TOYOTA, BUT SAME PROBLEM IS NOTED ON A NUMBER OF THOSE.
NHTSA complaint #10121612 — an unverified report by a vehicle owner.
Dearborn, MI
LATCHES/LOCKS/LINKAGES:HOOD:LATCH
I WAS DRIVING OF A HIGHWAY AND MY SPEED WAS ABOUT 60 MPH ALL OF A SUDDEN THE HOOD OPENED AND HIT MY WINDSHIELD. THIS COULD HAVE RESULTED IN A HUGE ACCIDENT WITH OTHER CARS AS I COULD NOT SEE ANYTHING. LUCKLY I DID NOT LOOSE CONTROL OF MY CAR AND I PULLED IT ONTO THE RIGHT SHOULDER. LATCH WAS WORKING FINE. I HAD TO REPLACE THE HOOD AND WINDSHIELD. NOW HAVE LOT OF DENTS ON THE FRONT OF THE ROOF. HAD TO TOW THE CAR TO THE MECHANIC. THE COST OF REPAIR WAS ABOUT $1500.00.
NHTSA complaint #10108434 — an unverified report by a vehicle owner.
at 2,000 milesTallahassee, FL
SEAT BELTS:FRONT:WARNING LIGHT/DEVICES
AFTER OWNING THE CAR FOR JUST A FEW MONTHS, BOUGHT NEW, I NOTICED THAT THE SEAT BELT WARNING LIGHT WOULD COME ON/OFF AS IT PLEASED. SOMETIMES WITH BEING BELTED IN, IT WOULD SHOW UP, AND OTHERTIMES IT WOULD BE OFF. THE REPAIR ESTIMATE FOR THIS JOB AT THE DEALERSHIP WAS OVER $300.00, SAYING THEY WOULD HAVE TO REPLACE THE ENTIRE SEATBELT. A BIT OFF TO ME.
NHTSA complaint #10086233 — an unverified report by a vehicle owner.
at 39,000 milesWest Point, NE
ENGINE AND ENGINE COOLING:ENGINE
HAVE DAMAGED LIFTERS IN 2000 CHEVY PRIZM ENGINE MADE BY TOYOTA, DUE TO A MFG. DEFECT, ACCORDING TO MY CHEVY DEALERSHIP REPAIMAN. HE SAYS UPPER ENGINE DRAIN HOLES FOR OIL WERE DRILLED SMALLER THAN AMERICAN MADE MOTORS WHICH WILL GUM UP AND RESTRICT FLOW OF OIL, CAUSING DAMAGE TO HYDRAULIC LIFTERS. EXTENT OF DAMAGE UNTIL ENGINE IS TORN DOWN IS UNDETERMINABLE. AT THE LEAST, TRADE IN VALUE IS MUCH DIMISHED DUE TO EXCESSIVE ENGINE NOISE. MILEAGE-39,000.
NHTSA complaint #10081004 — an unverified report by a vehicle owner.
Tampa, FLFire
ELECTRICAL SYSTEM:WIRING
AFTER PARKING VEHICLE FOR ONLY FIVE MINUTES CONSUMER RETURNED TO VEHICLE AND NOTICED VEHICLE WAS ON FIRE. DEALER AND MANUFACTURER WERE CONTACTED.
NHTSA complaint #10079744 — an unverified report by a vehicle owner.
at 52,000 milesBerlin, VT
LATCHES/LOCKS/LINKAGES:HOOD:LATCH
SAFETY LATCH ON HOOD MALFUNCTIONED SO HOOD NOT SECURE. HOOD FLEW OPEN WHILE CAR TRAVELING AT APPROX 50MPH. LATCH IS SPRING LOADED BUT SPRING DID NOT WORK. LATCH DOES NOT APPEAR TO BE CORRODED. WINDSHIELD CRACKED. HOOD DAMAGED TOATL COST $1700.
NHTSA complaint #10056987 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS:FRONT ASSEMBLY:RECLINER
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
at 48,000 milesSylmar, CACrash1 injured
SEATS:FRONT ASSEMBLY:HEAD RESTRAINT
I WAS INVOLVED IN AN AUTO ACCIDENT ON 9/1/2002 IN WHICH MY SEAT BACK FAILED. I WAS TRAVELING AT APPROXIMATELY 65 MPH IN MY 2000 CHEVROLET PRIZM LSI. I WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. THE FORCE OF THE IMPACT WAS SUCH THAT WHEN I WAS THROWN TO THE BACK OF THE SEAT IT BROKE AND CHANGED THE POSITION OF THE ENTIRE SEAT FROM APPROXIMATELY 90 DEGREES TO 150 DEGREES. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND TORQUE-TWISTED AROUND THE THREE POINT HARNESS. I THEN HAD TO REGAIN CONTROL OF THE VEHICLE WHILE ALSO USING THE STEERING WHEEL AS A SUPPORT TO KEEP MYSELF UPRIGHT WHEN THE SEATBELT WANTED TO PULL ME BACK INTO THE SEAT BACK WHICH WAS NOT THERE. THE SEAT WAS SUPPOSEDLY REPAIRED; I'VE BEEN TOLD THE HARDWARE HAS BEEN REPLACED. HOWEVER, A NEW PROBLEM HAS MANIFESTED ITSELF. THE METAL FRAME OF THE HEADREST (A U-SHAPED PIECE OF METAL) HAS BECOME EXPOSED (AS OF 2/1/2004) AND NOW COMES IN DIRECT CONTACT WITH THE FABRIC SIDE WHICH THE DRIVER'S HEAD SITS AGAINST. I REMOVED THE HEADREST AND GAVE IT TO MY MOM, THE UPHOLSTERER, FOR REPAIR AS I HAD ASSUMED THE FOAM BUN HAD BECOME LOOSE AND MISADJUSTED. INSTEAD, SHE INFORMED ME THAT THE FOAM BUN ITSELF HAD SHATTERED INTO AT LEAST TWO PIECES AND THERE WAS NO WAY TO REARRANGE THE FOAM AND STILL HAVE IT FULFILL ITS SAFETY FUNCTION; I.E. IF I GOT REAR-ENDED AGAIN, THE BASE OF MY SKULL WAS GOING TO BE SLAMMED INTO A HORIZONTAL ROD. AS A RESULT, WE INSPECTED THE OTHER THREE HEADRESTS OF THE CAR AND FOUND THEM TO BE ABSENT OF THIS PROBLEM: I WAS THE ONLY PERSON IN THE VEHICLE AT THE TIME OF THE ACCIDENT. THEREFORE, I'M MAKING THE ASSUMPTION THAT THE FOAM BUN HAD BEEN SHATTERED, NOT REPAIRED (IT'S NOT VISIBLE) AND THE SUPPORT FRAME EVENTUALLY WORKED ITS WAY TO THE SURFACE. BECAUSE I CANNOT SEE THE INTERIOR OF MY SEAT, MY CONCERN IS THAT THE FOAM UNDER THE FABRIC HAS ALSO BEEN COMPROMISED IN A MANNER WHICH RENDERS THE SEAT LESS CAPABLE OF PROTECTING ME IN ANY FUTURE COLLISIONS.
NHTSA complaint #10056644 — an unverified report by a vehicle owner.
at 32,000 milesHudson, NY
VISIBILITY:DEFROSTER/DEFOGGER/HVAC SYSTEM
THE DEFROSTER WAS INOPERATIVE, WHICH CAUSED POOR VISIBILITY WHILE DRIVING.
NHTSA complaint #10006802 — an unverified report by a vehicle owner.
Sylmar, CACrash1 injured
SEATS:FRONT ASSEMBLY:RECLINER
THE DRIVER (MYSELF) WAS REAR ENDED BY A HONDA CIVIC TRAVELING AT APPROXIMATELY 100 MPH. UPON IMPACT THE BACK OF THE DRIVER'S SEAT FAILED AND PROCEEDED TO CHANGE FROM 90 DEGREES IN SHAPE TO 150 DEGREES IN SHAPE. I THEREBY LOST SIGHT OF THE ROAD AND ONLY HAD THE STEERING WHEEL TO HOLD ON TO. WHEN I APPLIED THE BRAKES I WAS THROWN FORWARD AND EITHER SMACKED THE DRIVER'S SIDE WINDOW, A-POST OR WINDSHIELD WITH MY HEAD.
NHTSA complaint #767274 — an unverified report by a vehicle owner.