The 1990 Thomas Built Bus has 7 NHTSA recall campaigns affecting an estimated 13,135 vehicles. Recall repairs are always free at any authorized dealer. Last updated July 5, 2026.
THE DRIVESHAFT USED WITH SOME ENGINE/TRANSMISSION COMBINATIONS HAD INSUFFICIENT WELDS JOINING SOME OF THE COMPONENTS.
THE BAD WELDS CAN DEVELOP CRACKS THAT CAN CAUSE COMPLETESEPARATION OF THE DRIVESHAFT. THIS CAN RESULT IN LOSS OF MOTIVE POWER FOR THEVEHICLE AND POSSIBLE LOSS OF VEHICLE CONTROL.
REPLACE DEFECTIVE NORTH AMERICAN DRIVESHAFTS WITH SPICER DRIVESHAFTS.
THE CENTER ACTUATOR THAT RELEASES TWO CATCHES VIA TWO PULL RODS CAN BECOME NON-FUNCTIONAL FROM POOR OR IMPROPER MAINTENANCE, LACK OF LUBRICATION, CORROSION, OR A COMBINATION ALL THREE CAUSES.
WHEN THE CENTER ACTUATOR IS NON-FUNCTIONAL, THE WINDOWIS VERY DIFFICULT TO OPEN, AND WOULD NOT FUNCTION AS AN EMERGENCY EXIT IN CASEOF A VEHICULAR ACCIDENT.
REMOVE THE OLD CENTER ACTUATOR AND INSTALL AN IMPROVED ACTUATOR.
RELEASE HANDLE FOR REAR PUSH OUT WINDOW IS NOT LOCATED IN AREA REQUIRED BY S5.2.3.1(B) OF FMVSS 217.
BUSES WOULD NOT COMPLY WITH STANDARDS; IN AN EMERGENCY,EXIT FROM THE PUSH-OUT WINDOW COULD BE HAMPERED.
INSTALL NEW INTERIOR HANDLE ASSEMBLY TO MEET SPECIFICATIONS.
THE FUEL SHUT-OFF SOLENOID IN THE CUMMINS 6C ENGINE MAY BE FAULTY, CAUSING SPONTANEOUS INTERRUPTION OF FUEL FLOW TO THE ENGINE DURING NORMAL OPERATION. THIS RESULTS IN LOSS OF POWER TO DRIVING WHEELS, POWER STEERING, AND OTHER POWER ASSISTED OPERATING SYSTEMS.
LOSS OF ENGINE POWER AND SECONDARY LOSS OF POWER ASSISTEDSYSTEMS REDUCES STEERING CONTROL, BRAKING ABILITY, VISUAL SYSTEMS AND OTHERPOWER ASSISTED OPERATING SYSTEMS, RESULTING IN INCREASED RISK OF VEHICLEACCIDENT.
WHERE NECESSARY, REPLACE THE SOLENOID SPRING, ADJUST SOLENOID, REPLACE WIRES, AND VERIFY MAXIMUM POWER REQUIREMENTS TO THE SOLENOID.
THE STEERING LINKAGE (DRAG LINK) BETWEEN THE STEERING GEAR PITMAN ARM AND THE STEERING ARM ON THE AXLE MAY HAVE BEEN IMPROPERLY FASTENED.
THE DRAG LINK COULD BECOME DISCONNECTED AT EITHER ENDWHICH RESULTS IN LOSS OF STEERING CONTROL AND THE POTENTIAL FOR AN ACCIDENT.
INSTALL CORRECT PINS AND PROPERLY TIGHTEN THE CASTELLATED NUTS.
DRIVER'S SAFETY BELT IS TOO SHORT TO MEET LENGTH REQUIREMENTS OF FMVSS 209.
SHORT SAFETY BELTS WOULD DISCOURAGE DRIVER FROM USINGTHEM. SEAT OCCUPANT NOT USING SAFETY BELT WOULD NOT HAVE ADEQUATE PROTECTION INCASE OF A SUDDEN STOP OR ACCIDENT.
REPLACE THE BELT ASSEMBLY WITH A COMPLIANT VERSION.
UPPER ANCHORAGE OF TYPE 2 SAFETY BELT INSTALLED AT THE DRIVER'S SEATING POSITION IS NOT WITHIN THE SPECIFIED RANGE AS REQUIRED BY FMVSS 210.
BELTS MAY BE UNCOMFORTABLE AND OBSTRUCT VISION TO THE LEFT; BUSES WOULD NOT COMPLY WITH STANDARD.
INSTALL REINFORCING CHANNEL ASSURING THAT BELTS ARE WITHIN SPECIFIED RANGE.
Recall, complaint, and investigation records from official NHTSA datasets (FLAT_RCL, FLAT_CMPL, FLAT_INV), synced weekly. Counts reflect NHTSA records for the 1990 Thomas Built Bus as of July 5, 2026. Complaint narratives are consumer-submitted and unverified. This page contains ads and affiliate links. Full methodology.