Car Ownership and Maintenance

When you think of heat pumps -- which, admittedly you might not do very often -- you probably picture a large device that admits a roaring sound in backyards throughout the land.

But not all heat pumps are big and noisy. Some are small and quiet, and they're also mobile. Yep, they're maybe in your electric vehicle if you have a new model.

It's not really surprising. Heat pumps save a lot of energy in homes and they can do the same in EVs, making electric cars more practical in cold climates. They're replacing resistance heaters, which burn up a lot of energy in the process of warming the air in your car's cabin. 

Key Points

• Efficiency: Heat pumps can improve EV range in freezing temperatures by 8–10%, according to research from Recurrent. Tests showed EVs like Tesla’s 2021 Model 3 and Model S with heat pumps perform better in cold weather than older models without them.
• Performance: Heat pumps reduce range losses at 32°F to 11–13% for vehicles like the Tesla Model X and Audi E-Tron. However, their efficiency drops below 15°F.
• How They Work: Heat pumps transfer heat from the car’s electric motors or outside air to the cabin, operating like reverse air conditioning. This process is more energy-efficient than traditional resistive heating.

Adoption

Heat pumps are found in many newer EVs, including Tesla models since 2021, the Polestar 2, Rivian vehicles, and upcoming models like the 2025 Ford Mustang Mach-E.

Older EVs with smaller batteries and no heat pumps, like the 2017 Ford Focus Electric, experience significant range losses in freezing weather.

Tips for Winter EV Use

• Precondition your car while plugged in before driving.
• Regularly brush snow off your vehicle. It won’t melt as it does on gas-powered cars.

The Federal Trade Commission and Maryland Attorney General have charged Lindsay Automotive Group with systematically deceiving and overcharging car-buying consumers for years, costing them millions of dollars in junk fees and unwanted add-on products.

The agencies’ complaint also alleges that Lindsay advertised prices it refused to honor and falsely claimed consumers needed to obtain financing through Lindsay. The agencies’ complaint alleges that three Lindsay dealerships and their management company, along with the company’s part-owner and president Michael Lindsay, COO John Smallwood, and the dealerships’ former general manager Paul Smyth, engaged in pervasive unlawful conduct.

“Auto dealers who trick consumers with bait-and-switch advertising, financing sleights of hand, and unwanted add-ons should expect to hear from the FTC,” said Samuel Levine, Director of the FTC’s Bureau of Consumer Protection. “The FTC and its state partners will continue working to combat this illegal conduct.”

“Buying a car is a significant financial investment. Marylanders deserve to know upfront how much they will actually pay for a vehicle and should not be surprised by hidden charges that they did not budget for,” said Attorney General Anthony G. Brown. “Our Office will not let car dealerships profit from unfair and deceptive practices.”

Deceptive pricing

According to the complaint, Lindsay regularly advertises deceptive prices on its website and in its advertising, promoting vehicles for sale at a price that is not actually available to the vast majority of consumers. Lindsay employees continue the deception when consumers call, claiming the advertised price is real.

Only when consumers get to the dealership do they learn that the price is hundreds or even thousands more than advertised because they do not qualify for a raft of rebate programs, or because they must pay thousands of dollars in additional fees. One dealership manager cited in the complaint told a consumer that the price on the website “was not realistic” and that “no one would qualify for it because it was nearly impossible to qualify for all the rebates to get to that price.” In fact, Michael Lindsay told Smallwood and others, “we never deliver the vehicle anywhere near the stated price.”

The complaint cites numerous examples in which customers, who sometimes traveled significant time and distance, including booking flights from other states, to get to Lindsay dealerships based on the low advertised prices, were hit with supposedly mandatory fees of thousands of dollars. In other cases, dealership employees simply told consumers directly that the advertised price wasn’t true, according to the complaint.

A sample of Lindsay’s transactions shows that 88 percent of consumers who bought a car from the defendants’ dealerships from 2020 to 2023 paid more than the advertised price—on average over $2,000 more—according to the complaint.

Additionally, the complaint charges that Lindsay’s unlawful conduct didn’t stop at the vehicle’s purchase price. Instead, after consumers navigate the often arduous process of negotiating a price, they then face further challenges when Lindsay deceptively claims that they must finance their car through the dealership.

"Kickbacks"

Lindsay receives what it calls “kickbacks” from financing companies when consumers finance a car through the dealership, according to the complaint. Consumers who arrive at Lindsay dealerships looking to pay cash or with pre-approved financing from another financial institution are regularly told that the advertised price won’t be honored.

The complaint cites multiple instances in which consumers were directed to financing offers through Lindsay that charged higher interest than what they’d obtained on their own—and would cost them thousands more over the life of the loan. A survey cited in the complaint showed that more than a third of Lindsay shoppers were told that financing through the dealer was mandatory to purchase the car or to obtain the advertised price.

Finally, the complaint alleges that Lindsay systematically charged consumers for add-on products—such as extra service plans, tire and rim protection, and “guaranteed asset protection” coverage—they did not consent to purchase or falsely told consumers the add-ons are mandatory. In fact, a survey cited in the complaint shows 68% of consumers were charged for at least one add-on they did not agree to buy or were falsely told was required. These charges often amount to hundreds or thousands of dollars for each consumer.

The complaint charges that Lindsay Chevrolet of Woodbridge; Lindsay Ford of Wheaton; Lindsay Chrysler-Dodge-Jeep-Ram; Lindsay Management Company, LLC; and individual defendants Lindsay, Smallwood, and Smyth violated the FTC Act as well as Maryland’s Consumer Protection Act. The complaint asks the court to stop Lindsay’s unlawful actions and provide redress to the consumers harmed by those actions.

Starting January 1, 2025, California's "lemon law," which protects buyers of defective vehicles, will undergo changes that could confuse car buyers, especially those with faulty new or used cars.

The law has long allowed consumers to get a replacement or refund for a defective car. However, a new law signed by Governor Gavin Newsom this year will make it harder for consumers to take legal action, with shorter time frames and fewer rebates for defective cars.

Newsom signed the new law but said he expected the legislature to pass a new version quickly. 

The confusion stems from a law that could allow car companies to opt out of these changes, depending on further legislation. The law was passed to address a backlog of lemon law cases in California courts, but critics argue it weakens protections for consumers and mainly benefits U.S. automakers, who face more lawsuits than foreign car companies.

A recent California Supreme Court ruling also complicated the situation by stating that warranties on new cars do not apply once the car is resold as used. This leaves consumers who bought a used car with ongoing problems, without the same legal protections.

Lawmakers are working on new legislation to address these issues, but for now, car buyers will have fewer rights and protections regarding defective cars.

Many lawmakers say they were blindsided by the measure.

“There wasn’t a single person who represents the people of California who knew about this and was a part of those conversations – for months,” Democratic San Ramon Assemblymember Rebecca Bauer-Kahan told her colleagues on the Assembly Judiciary Committee on Aug. 30. “They dropped this in our lap, and they expect us to buy an argument related to the urgency that feels, to be honest, not real. And we’re supposed to move this in a week’s time.”

A group of 10 Illinois car dealerships are facing a $20 million fine, the largest ever levied against a car dealer by the Federal Trade Commission. The money will be used to make refunds to customers.

The dealer group, doing business as Leader Automotive Group and their parent company, AutoCanada, operate the following dealerships:

• North City Honda;
• Crystal Lake Chrysler Dodge Jeep Ram;
• Hyundai of Lincolnwood;
• Kia of Lincolnwood;
• Bloomington Normal Auto Mall (Mercedes-Benz of Bloomington, Lincoln of Normal, Volkswagen of Bloomington Normal, Volvo Cars Normal, Subaru of Bloomington Normal, and Audi Bloomington Normal);
• Autohaus Motors (Mercedes-Benz of Peoria, Porsche Peoria, Volkswagen of Peoria, and Audi Peoria);
• Chevrolet of Palatine;
• Hyundai of Palatine;
• Toyota of Lincoln Park; and
• Toyota of Lincolnwood.

The fine follows a lawsuit by the FTC and state of Illinois.

In addition to paying $20 million, which will be used to refund harmed consumers, the proposed settlement also would require the companies to make clear disclosures of a car’s offering price—the actual price any consumer can pay to get the car, excluding only required government charges—and get consent from buyers for any charges. 

“Working closely with the Illinois Attorney General, we are holding these dealerships accountable for unlawfully extracting millions of dollars from consumers through a textbook bait-and-switch scheme, and bolstering their poor reputation with fake reviews,” said Samuel Levine, Director of the FTC’s Bureau of Consumer Protection. 

“This dealership network engaged in bait-and-switch tactics by luring consumers into their dealerships with lower prices only to either require consumers to purchase allegedly pre-installed add-on products or charge consumers for those products without their knowledge or permission,” said Illinois Attorney General Kwame Raoul. 

Junk fees, fake reviews, Canadian cars

The agencies' complaint alleges the defendants have deceived consumers about the price and availability of vehicles, charged them for expensive add-ons without consent, tacked on unwanted junk fees to purchases, posted fake reviews, and failed to disclose that U.S. customers were buying cars imported from Canada, along with other unlawful conduct.

Leader has frequently advertised new and used cars online with low prices designed to entice consumers into their dealerships, but those prices are often false, according to the complaint.

When consumers arrive at a Leader dealership, salespeople often tell them the car has preinstalled add-ons like protective coatings (often under the name Xzilon) and theft protection (under the name LoJack) that cost thousands of dollars, and that these add-ons are required despite not being included in the advertised price of the car.

According to the complaint, the add-ons have been wildly profitable for Leader, with dealerships at one point reporting more than 99% profit on them. Leader salespeople have been paid a commission for these add-on products, in many cases making more from the sale of the add-ons than the commission they are paid for selling the car itself.

A survey of Leader customers showed that nearly 80% of them were charged for at least one add-on without authorization or because they were falsely told the add-on was required. The unwanted add-ons also included items tacked on in the financing process like guaranteed asset protection (GAP) coverage and service contracts.

Add-on charges 

The complaint charges that, even after learning that the FTC was investigating, Leader kept tacking on add-on charges, resulting in consumers paying thousands more than the advertised price. Leader allegedly required the Xzilon add-on for all new and used cars they sold starting in 2021.

According to the complaint, Leader has also regularly failed to actually install or apply the add-on products for which they charged consumers without their consent.

Leader’s low-price advertising was designed to “get [customers] through the door,” according to a message from a company executive cited in the complaint. In many cases, however, Leader has advertised cars that have already been sold.

When consumers arrived at the dealership, they were directed to more expensive cars, often ones with junk fees and surprise “market adjustments” added to the price. The complaint cites another message Douvas sent to employees saying that once consumers get to the store, “they’re not leaving” without buying a car.

Leader has also regularly advertised cars as being “certified pre-owned,” and available at a specific price but then charged consumers hundreds or even thousands of dollars in additional “certification fees.”

In many cases, despite advertising the cars as being certified and charging consumers undisclosed fees for that certification, Leader has failed to actually do the certification work required by the manufacturer of the car, leaving consumers without the extended warranty that makes certified pre-owned cars attractive in the first place.

Even on non-certified used cars, Leader has charged exorbitant “reconditioning” fees, which one former sales manager described as “fake fees,” according to the complaint.

Canadian cars, bogus reviews

Leader also has sold cars in its U.S. dealerships that were manufactured for the Canadian market without disclosing that to consumers, according to the complaint. Even when done legally, importing these cars into the U.S. typically voids their manufacturer’s original warranty. Leader still deceptively advertised many of these cars as being covered by those warranties.

In addition, the complaint alleges that employees were required by management to post fake positive reviews about their dealerships on Google and other review sites.

Managers have threatened to withhold bonuses and other compensation from employees who don’t post fake reviews, and have paid employees bonuses for posting fake reviews, according to the complaint.

One email from a manager encouraging more reviews said: “Those of you with a low review score and low volume of reviews its [sic] an easy fix. If you have 10 employees and they have 5 family members or friends you can have 50 reviews right away.”

The complaint also alleges that dealerships have bullied and pressured consumers into posting five-star reviews, citing one instance in which a dealership refused to give a consumer the keys to a car she purchased until she posted a positive review.

Auto lenders that offer a strong digital experience through their websites and mobile apps have much higher customer satisfaction levels and greater self-service usage. But according to the J.D. Power 2024 U.S. Automotive Finance Digital Experience Study

 40% of automotive finance digital experiences fail to meet basic standards for modern design, ease of use, and problem-free operation.

The study highlights that only 2% of auto finance websites and apps deliver a truly comprehensive digital experience, meaning they allow customers to verify payoff amounts, view account balances, and select payment amounts.

“Lenders have a huge opportunity to build customer loyalty and advocacy by fostering streamlined, two-way communication, but far too many are treating their digital properties as a transactional portal that only exists for bill pay,” said Patrick Roosenberg, senior director of automotive finance intelligence at J.D. Power.

“These digital properties should be seen as two-way portals to communicate with customers on a month-to-month basis, while improving customer satisfaction and reducing cost to serve,” he said.

Lags behind others

Additionally, the auto finance industry lags behind other sectors like wealth management, retirement plans, and insurance in terms of digital experience.

The study also found that non-captive auto finance apps (those not tied to a specific brand, like Chase Auto) tend to outperform captive apps (like GM Financial), likely because non-captive apps use more advanced mobile banking frameworks.

GM Financial ranked highest among captive lenders in digital experience satisfaction, while Chase Auto led among non-captive lenders. The study is based on responses from over 6,000 automotive finance customers.

For more information about the U.S. Automotive Finance Digital Experience Study, visit https://www.jdpower.com/business/us-automotive-finance-digital-experience-study.

Connectivity problems are a big issue for car manufacturer apps used with internal combustion engine (ICE) vehicles, according to the J.D. Power 2024 U.S. OEM ICE App Report.

About 32% of owners reported app connectivity issues, up from 29% in 2023, and 61% said the app connects to their vehicle too slowly.

Quick response times are critical, with 73% of users expecting the app to respond within 10 seconds. Despite these challenges, 77% of owners still use their brand’s app at least occasionally, showing its importance in the car ownership experience.

“That’s why it’s beneficial for manufacturers to continue addressing performance gaps and ensuring competitiveness in the market,” said Violet Allmandinger, mobile apps lead at J.D. Power. “Automakers have made improvements in app features, improved response times and fixed connectivity gaps but, to improve customer satisfaction, they need to deliver core features that perform reliably.”

Key findings from the report include:

• High demand for security features: 83% of users want features like vehicle camera viewing and security alerts.
• Low interest in in-app marketplaces: 72% of users don’t want marketplace features included in apps.
• Vehicle status updates lag: While 92% of owners want timely updates on their car’s locks, windows, and doors, many apps don’t provide this reliably.
• Reasons for disengagement: Owners who stop using the apps cite lack of features (25%) and not needing the app (45%). Lower costs and better functionality could bring them back.
• Room for improvement: Users rated app navigation and speed as very important but were less satisfied with these aspects.

Top-rated apps include MyHyundai with Bluelink for mass market brands and Genesis Intelligent Assistant for premium brands.

The report, based on surveys of over 1,900 ICE vehicle owners, highlights the need for automakers to address app performance gaps and deliver reliable features that meet users’ needs. For more details, visit the J.D. Power website.

If you are in the market for a used car that you want to last for years, wouldn’t it be helpful to know what used cars your fellow consumers have owned for at least 15 years, liking them enough not to trade them in?

When an original owner keeps a vehicle for more than 15 years, it’s safe to assume they’re pretty happy with their ride. In a new study, automotive website iSeeCars identified the 13 cars that original owners keep for at least 15 years more than all other cars. 

The average time for a consumer to hold onto a new car is eight years. Keeping it for 15 years suggests there’s not an issue prompting the owner to want something new. Among the top 13 models, Toyota accounts for seven – three of which are hybrids.

“Most consumers can’t commit to a single vehicle for more than a decade, but those that do save a lot of money on their vehicle costs,” said iSeeCars Executive Analyst Karl Brauer. 

“Keeping a car for 15 years means no loan payment for most of that time, along with falling insurance and registration costs. Those reduced expenses can counter higher maintenance costs as a car ages, especially in durable models that hold up well over time.”

The average percent of 15 year old cars kept by their owner was 3.7% among the vechicles.

Toyota models hold down the top five slots with 7% of Toyota Highlander Hybrids still with the original owners at least 15 years after being driven off the lot. 

“The functional, high-value nature of these models aligns with long-term ownership,” said Brauer. “If you’re keeping a car for 15 or more years you want reliability, practicality, and fuel efficiency, traits all of these cars offer.”

Car washes are frequently the scene of unintended acceleration cases, like one in Mansfield, Ohio, last week. Police said an employee of the Park Avenue Car Wash was behind the wheel when a 2008 Mercury Grand Marquis crashed through the car wash door, careened across the street, and crashed into a church.

A similar incident at the car wash occurred in 2007, when a car smashed through the building and hit a house across the street. In both cases, car wash employees said the accelerator pedal stuck.

Car washes seem to attract unintended acceleration cases. Jeep Grand Cherokees, in particular, have been involved in several similar incidents at car washes and elsewhere. But while the problem is not unique to car washes, it does seem to occur more regularly in certain models, including the Mercury Grand Marquis. 

The National Highway Traffic Safety Administration (NHTSA) database contains numerous incidents for Grand Marquis models from the 2006 through 2010 model years.

In August 2013, a consumer in Stow, Mass., filed a NHTSA complaint saying that while reversing out of the driveway, "car accelerated on its own, pressed brakes but car still moved backhards ... threw car into neutral and turned off engine."

"Took car to dealer .. and was told that it may have been that I pushed the brake and gas pedal at the same time. This, however, is I believe not the case," the consumer said.

Human error

Other reports tell of similar incidents and of assurances by the dealer that it was probably just human error.

A motorist in Hawaii reported wrecking a 2008 Grand Marquis during a test drive.

"I was preparing to test drive a 2008 Mercury Marquis at Honolulu Ford. I was stopped at the exit ... when the engine accelerated. I looked down and my foot was not on the gas, it was on the brake," the consumer said. "The car started to move out into the street, crossing the road, hitting another vehicle and a light pole."

Unintended acceleration cases have been around since the first time humans tried to ride horses but, at least in cases involving cars, answers have been hard to come by. Toyota famously recalled millions of cars to adjust floor mats that were blamed for sudden acceleration incidents, but there have been few other cases in which there was any agreement on the cause.

Federal safety officials have never identified a cause for the vast majority of the incidents and have therefore pinned the blame on drivers, although juries have often disagreed and sided with accident victims in cases like a 2012 accident involving a Ford Ranger pickup. Ford blamed the driver, saying he was old and confused but the jury concluded that the truck's accelerator assembly was faulty and awarded the plaintiff $3 million. 

Some critics are convinced that most of the problems originate in the electronic control modules that are the brains of modern cars. Others blame driver education that teaches drivers to use the same foot to operate the accelerator and brake pedal.

Purists say we'd all be better off if everyone drove a stick shift. Besides eliminating unintended acceleration, it would make it nearly impossible to fiddle with handheld electronic devices while driving.

Cars have gotten really complicated, what with all the new safety features, energy-saving processes and entertainment geegaws. But amidst all this complexity, some of the simpler things we take for granted -- like headlights -- seem to be losing their glow.

General Motors last month announced a recall of some 273,000 cars and SUVs because of a defect that could cause the low-beam headlights to fail. Other recent headlight-related recalls have included Volkswagens, Dodges and Chryslers.

But it's not just the recalled buggies -- we've been hearing from owners of models not included in the recall who say they're having similar problems.

"My car presented me with this issue a few weeks ago, however, is not a model listed. I drive a 2006 Chevrolet  Cobalt. This is the same model that had the recent ignition switch recall. What should be my next step in addressing this issue?" a reader named Logan asked.

We'd say Logan's next step should be a prompt visit to his dealer. Even though the car hasn't been recalled, it obviously needs to be fixed.

"I have a Buick Lacrosse 2005 and my headlights recently stopped working," a reader named Florence said. "Is my car included in this recall and will I receive a letter or notice about this?"

What to do

Florence -- and everyone else for that matter -- can find out about any outstanding recalls on their cars by going to the National Highway Traffic Safety Administration's "Recalls Look-up by VIN" page. You'll need to have your VIN -- the vehicle identification number -- which is located on a metal plate behind the driver's side of the windshield. It's also listed on your title, registration and other documents.

Or you can go directly to the recall page maintained by your car's manufacturer -- all listed on the look-up page.

If your car is not included but you think a recall is called for, you can enter a complaint on the NHTSA site.

Some consumers, like Carissa, seem to look for help everywhere but the most obvious spot: "I did not see my car [on the recall list] but we are having the same problem. We've even taken it to Pep Boys and they it needed a system reboot," Carissa said.

No doubt Pep Boys can change your oil and rotate your tires but for a problem like Carissa's, a dealer's service department is the best place to start. The dealer has access to service bulletins and other info that independents may not have.

Beetle bulb

It's not just GM owners who are troubled. Robin drives a 2010 VW Beetle and says she has replaced the headlights three times so far. 

"It is low beam and on both sides. After some hitting and wiggling the passenger side now works and the driver side will work intermittently," Robin said.

Volkswagens share an awful lot of parts from one model to the next, so a suspicious person might take note of the April 2014 recall of 150,000 VW Passats. Reason? A bulb holder that can allow the bulb to come loose and lose electrical contact.

Although her car is not among the recalled models, a VW dealer -- or perhaps an independent garage that specializes in VWs -- should be able to determine if her socket is similar to that found in the recalled Passats. 

Can you tell me of any new developments or who this could be reported to?

Dim bulb

Then there's Danny. He thinks the headlights on his 2009 Dodge Ram truck are too dim. 

"My wife owns a 2011 Dodge Durango. Her lights are five times better, brighter, more coverage on hi-beam than my truck period," Danny told us. "My wife will not drive this truck at night because of the poor lighting."

All of these consumers -- and you too, if your car has a glitch you think is a safety issue -- should report the problem to the feds. As for Danny, he might want to hunt down an after-market auto parts store and see if there are upgraded bulbs available for his truck. Sometimes that will brighten things up.

Federal safety regulators are looking into reports of problems with the power-assisted braking system in 2010 through 2011 Mazda CX-9 crossover vehicles. 

Consumers complaining to the National Highway Traffic Safety Administration (NHTSA) have reported incidents of the brake pedal suddenly feeling hard and requiring increased effort to stop the vehicle.

The agency previously investigated master brake cylinder leakage in 2008 CX-9s, finding that a manufacturing defect could cause leakage from the master cylinder. That investigation was closed without a recall because the rate of leakage was low and was detected by the brake warning light system. 

But in the case of the 2010-2011 CX-9s, reports indicate the problem is more sudden and is sometimes accompanied by a hissing sound during application of the brakes.

"The pedal was 'hard' as if it was on the floor," said one consumer in a complaint filed with NHTSA. "Whenever I pressed on the pedal, I heard a hissing sound as if air was letting out of the tires. The response for slowing to a stop [was] much longer." After examining it, a dealer said the power booster had failed and told the consumer he was lucky he hadn't been in an accident.

Another consumer reported her husband encountered similar problems: "He freaked out because he said he felt as if the car wasn't going to stop after pushing on the brakes. He had to pull off the highway and take the back roads home at low speed."

"Also, when applying all the pressure you could to the brakes, a loud hissing sound could be heard," she said.

As in other cases, the dealer diagnosed brake booster failure and, like other dealers quoted by Mazda owners, told the consumer he was lucky he wasn't in a serious accident.

The NHTSA probe is technically a "preliminary evaluation," the first step in the process of determining whether or not a recall is necessary.

The engine timing chain used in the Saturn L-Series equipped with a 2.2 liter engine is under investigation again at the National Highway Traffic Safety Administration (NHTSA), and consumers tell ConsumerAffairs.com the problem may also affect some Saturn Vue models.

The safety agency previously recalled 20,500 Saturn vehicles because of a faulty timing chain. The Saturns involved in the first recall were manufactured November 2000 and February 2001.

At the time, NHTSA stated that "timing chain failure could result in engine stall while driving with no chance for a restart."

Now the Office of Defects Investigation (ODI) at the federal agency reports that "the timing chain assembly used in the recalled vehicles was also used in approximately 391,00 other model year 1999 through 2003 Saturn L-Series vehicles with 2.2 liter engines." The recalled vehicles, according to NHTSA have "experienced and elevated spike in timing chain failures."

General Motors and NHTSA have received 890 consumer complaints about timing chain failure in the Saturn L-Series. The automaker has repaired 2,932 vehicles under warranty because of timing chain failure.

Vue too?

Some consumers have told ConsumerAffairs.com of similar problems with their Saturn Vue SUVs.

Heather of Stratford, NY, said her Vue lost power while driving at highway speed in January 2007, leaving her, her three children under six and her mother shivering at the side of the road..

"I was told my timing chain went and completely destroyed my motor, since it was a zero tolerance engine," she said.

Erin of Garden Grove, Calif., said she had to purchase a new engine after her Vue's timing chain broke at 38,000 miles.

North Carolinians complain

The renewed NHTSA investigation was prompted in part by a complaint May 22 from the North Carolina Consumers Council (NCCC).

The group submitted a defect petition to safety regulators urging an expanded Saturn L-Series recall "to include all model year 1999 through 2003 Saturn L-Series vehicles with 2.2 liter engines." NCCC reported a continuing stream of consumer complaints about timing chain failures "in vehicles built outside the production range covered by the recall" previously ordered by NHTSA.

NCCC told the agency that the initial recall should should be modified to "include all vehicles built with the original timing chain part."

NHTSA has also received 51 new complaints from consumers experiencing a timing chain failure in the 1999 to 2003 Saturn L-Series.

As many as 412,000 Saturns manufactured between 1999 and 2002 could be affected by the investigation. They are the Saturn L-Series manufactured from 1999 to 2002, including the sedan, wagon, L200, L300, LS, LS300, LW300, LS1 and LS2.

A lot of Chevrolet Silverado pickup owners have become very cautious drivers. The brakes take so long to stop the truck that consumers complain of nearly hitting the car in front or rolling into the intersection.

Nearly 1.3 million trucks could be recalled to fix the brake problem, pending a government defect investigation. General Motors has recalled thousands of trucks in Canada for a similar problem, saying road salt could corrode bearings, lead to false readings in a sensor and prematurely activate antilock brakes.

But so far the company says it has received too few complaints to take action in the U.S. Well, General Motors ought to start reading ConsumerAffairs.com.

"I have had my 2000 Silverado pickup in the shop three times for the brakes. The brake pedal goes right to the floor whenever it wants and I can't stop," said Chuck of Conestoga, NY.

"They keep telling me there is nothing wrong. Tonight when I came home, I almost hit my house. I have been lucky so far because I crawl up to stop signs and red lights waiting for the brakes to fail. You never know when they won't stop you."

"The truck is under warranty so I don't understand what the problem is. I would just like to have my brakes fixed so I don't kill myself or someone else," Chuck said.

Lawrence of Mountain Home, Arkansas, has the same problem.

"With 12,885 miles on my 2003 Silverado the brakes have had a soft pedal from day one. It goes to floor at times when making a hard stop. I rolled out into an intersection on a downhill road with the pedal on the floor more than once. I will not tow a boat with the truck," Lawrence said in his complaint to ConsumerAffairs.com.

"Two dealers say it's normal and can't find anything wrong. That is until the warranty runs out I bet. It's very unnerving. My wife will not drive it. There is too much pedal travel."

NHTSA says it is still in the "early stages" of its investigation, although the problem has existed for several years. While the federal government investigates whether a defect exists in antilock brakes on 1.3 million 1999-2002 Chevrolet Silverado and GMC Sierra pickups, the complaints continue rolling in.

NHTSA has received 120 complaints that included 22 crashes and four injuries. The ConsumerAffairs.com Silverado file is up to 146, although not all of those complaints deal exclusively with brakes.

NHTSA is operating on the assumption that the problem is linked to road salt and so its investigation is focusing on trucks in 20 states in the Northeast and the Midwest, stretching from Maine to Virginia in the East and to Minnesota in the Midwest, including Michigan.

But George in New Port Richey, Florida, might not agree with NHTSA's decision to limit its probe to cold-weather states.

"I bought A Chevy Silverado 2004 truck in January 2004. I have complained to the dealer about the poor brakes on the truck because they are very weak. This is the eighth Chevy truck I have owned and it has the worst brakes of all," George said. I am afraid to tow anything with this truck. I have trouble stopping with it empty in normal driving. I am afraid I will rear-end someone!"

More complaints are in our Automotive Section.