Toyota: The Other Numbers

This morning National Public Radio reported Toyota sold 5 million vehicles in the last six months.  These strong sales numbers mean the company may be poised to regain the number one automaker slot from GM.  This talk of Toyota numbers had us here at Safety Research & Strategies looking at some other data -- complaints involving Toyota unintended acceleration and what’s been reported publicly in the last year.

And we would be remiss if we failed to note Toyota’s latest directive to the press about how to properly address Safety Research & Strategies president Sean Kane.  But first, the numbers:  We reviewed unintended acceleration incidents involving Toyota vehicles reported to the National Highway Traffic Safety Administration (NHTSA) between June 1, 2011 and July 17, 2012.  To identify these reports, we examined the NHTSA data for all consumer complaints containing keywords related to UA that were submitted during that time period. We then reviewed each complaint record to determine if it described a UA incident. So here they are:

- 368 total incidents

- 36 involved vehicles described as having had at least one UA recall remedy performed prior to the incident.

-  95 reported injuries; none of these incidents resulted in a fatality.

So what do we make of this?  Despite the Very Important Scientists and the Secretary of Transportation LaHood’s proclamation that “The verdict is in” and “There is no electronic-based cause for unintended high-speed acceleration in Toyotas. Period,” consumers are still taking the time to report their experience to the government – and many report incidents that don’t seem to be explained by floor mats, “sticky” pedals, or driver error.  You can read them here.

DOT Settles Lawsuit over Toyota UA Documents, New Congressional Inquiry Raises More Questions

The dam against electronically caused unintended acceleration in Toyotas that the National Highway Traffic Safety Administration and Toyota built, with outrage, secrecy, pedal interference recalls, and capped with the February 2011 NHTSA-NASA report springs more leaks. The question is: Can they keep it from collapsing entirely?

Safety Research & Strategies continues to examine information showing that unintended acceleration still plagues Toyota vehicles and that many incidents cannot be explained by floor mats, bad drivers and sticky pedals. Recently, the Department of Transportation settled a Freedom of Information Act (FOIA) lawsuit with SRS, agreeing to turn over investigatory documents, videos and photos related to the agency’s involvement with a 2011 recall of Toyota and Lexus models for alleged accelerator entrapment by interior trim. (The agency also agreed to pay our lawyer’s fees – this from the Most Transparent Administration Ever.)

The recall was precipitated by the Timothy Scott incident. Scott is a former 2007 Lexus RX owner who reported a frightening UA event as he headed home from the gym one morning. In short order, Toyota bought Scott’s vehicle, and pronounced it a case of trim interference. NHTSA never looked at Scott’s Lexus, but began to investigate this root cause in other vehicles. Within six weeks, Toyota recalled the vehicles and NHTSA was all done.

We were eager to see just what the agency found out about the possibility of trim interference as a root cause of UA and what it didn’t want to show us– enough, at least, to try to stash it behind Exemption 5 of the FOIA, which protects agency deliberations. Imagine our amazement when the videos – sans audio- appear to show that the Lexus RX trim does not interfere with the accelerator -- or, not without a lot of manipulation of exemplar vehicles. We are no closer to understanding why NHTSA dropped its investigation, or how trim interference can cause a UA like Tim Scott experienced, or, more importantly, why we had to sue the DOT to get this.

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