NHTSA owner reports · September 18, 2026 snapshot.
Engine complaints
15 reportsClear category filterMileage unknown · Jan 19, 2017
Electrical SystemEngine
TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE EGT 14 SENSOR FAILED TO FUNCTION PROPERLY. THE FAILURE OCCURRED TWICE. THERE WAS NO WARNING INDICATOR OF "STOP SAFELY NOW" ALONG WITH FIVE CHIMES SOUNDING AS INDICATED IN THE OWNER'S MANUAL. WHILE DRIVING APPROXIMATELY 70 MPH, THE VEHICLE STALLED. THE VEHICLE…
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TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE EGT 14 SENSOR FAILED TO FUNCTION PROPERLY. THE FAILURE OCCURRED TWICE. THERE WAS NO WARNING INDICATOR OF "STOP SAFELY NOW" ALONG WITH FIVE CHIMES SOUNDING AS INDICATED IN THE OWNER'S MANUAL. WHILE DRIVING APPROXIMATELY 70 MPH, THE VEHICLE STALLED. THE VEHICLE WAS TOWED TO THE DEALER WHO REPLACED THE EGT SENSOR. IN ADDITION, THE VEHICLE STALLED WHILE ON AN OFF RAMP EXITING THE HIGHWAY WITHOUT WARNING. THE DIESEL EXHAUST WARNING INDICATOR STATED THAT THE FLUID WAS LOW; HOWEVER, WHEN THE CONTACT CHECKED, IT WAS FULL. THE VEHICLE WAS TOWED TO THE DEALER AND ALL THE SENSORS WERE REPLACED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURES. THE FAILURE MILEAGE WAS NOT AVAILABLE.
NHTSA ODI #10946499
56,000 miles · Sep 11, 2016
Engine
RADIATOR LEAK FROM DRIVERS SIDE LOWER PORTION. SAME AS PREVIOUS MODEL YEAR ISSUES. FORD CURRENTLY WARRANTIES EARLIER PRODUCTION, BUT WILL NOT EXTEND TO 2011 AND UP. TRUCK HAS ONLY 56000 MILES ON IT. LEAK OCCURS AFTER VEHICLE HAS REACHED OPERATING TEMPERATURE AND IS PARKED AND/OR TURNED OFF. INSPECTION CONDUCTED BY FORD DISCOVERE…
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RADIATOR LEAK FROM DRIVERS SIDE LOWER PORTION. SAME AS PREVIOUS MODEL YEAR ISSUES. FORD CURRENTLY WARRANTIES EARLIER PRODUCTION, BUT WILL NOT EXTEND TO 2011 AND UP. TRUCK HAS ONLY 56000 MILES ON IT. LEAK OCCURS AFTER VEHICLE HAS REACHED OPERATING TEMPERATURE AND IS PARKED AND/OR TURNED OFF. INSPECTION CONDUCTED BY FORD DISCOVERED TANK CRIMPING HAS FAILED AND TRUCK NEEDS A NEW RADIATOR. I AM NOT THE ONLY ONE WITH THIS ISSUE, BUT STILL NOTHING IS BEING DONE TO CORRECT IT.
NHTSA ODI #10905588
28,796 miles · Aug 5, 2016
Engine
ON THE FIRST DAY OF AN EXTENDED TRIP WITH OUR TRUCK AND RV, WE ARRIVED AT CAMP TO DISCOVER A MAJOR COOLANT LEAK. THE TRUCK DID NOT GIVE US ANY WARNING MESSAGES THAT ANYTHING WAS WRONG. WE HAD THE TRUCK TOWED TO THE CLOSEST FORD DEALER. THANK GOODNESS THIS PROBLEM HAPPENED IN CAMP, RATHER THAN ON AN ISOLATED ROAD WHERE WE COULD H…
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ON THE FIRST DAY OF AN EXTENDED TRIP WITH OUR TRUCK AND RV, WE ARRIVED AT CAMP TO DISCOVER A MAJOR COOLANT LEAK. THE TRUCK DID NOT GIVE US ANY WARNING MESSAGES THAT ANYTHING WAS WRONG. WE HAD THE TRUCK TOWED TO THE CLOSEST FORD DEALER. THANK GOODNESS THIS PROBLEM HAPPENED IN CAMP, RATHER THAN ON AN ISOLATED ROAD WHERE WE COULD HAVE BEEN 100+ MILES AWAY FROM ANY SORT OF SERVICE. IT TURNED OUT THAT BOTH THE WATER PUMP AND RADIATOR HAD FAILED, WITH UNDER 29,000 MILES ON THE TRUCK. THE WATER PUMP WAS COVERED UNDER WARRANTY, BUT THE RADIATOR WAS NOT. THE FORD SERVICE MANAGER ADVISED US THAT THEY HAD ALREADY REPLACED SEVERAL RADIATORS THIS YEAR, WITH LEAKS IN THE SAME PLACE (DRIVER'S SIDE LOWER CORNER). WE ALSO DID SOME CHECKING ON THE INTERNET AND LEARNED THAT THIS FAILURE SEEMS FAIRLY COMMON. THE RADIATOR SHOULD NOT HAVE FAILED IN SUCH A SHORT AMOUNT OF TIME, WITH LIMITED MILES ON OUR TRUCK.
NHTSA ODI #10893669
20,000 miles · Jul 14, 2016
EngineLatches/locks/linkagesVehicle Speed Control
TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE ACCELERATOR PEDAL FAILED TO RESPOND WHILE THE VEHICLE WAS IN REVERSE. PRIOR TO THE FAILURE, AN UNKNOWN SENSOR WAS REPLACED BY THE DEALER. THE GEAR WAS SHIFTED INTO DRIVE AND THE VEHICLE WAS DRIVEN TO THE DRIVEWAY. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. IN…
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TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE ACCELERATOR PEDAL FAILED TO RESPOND WHILE THE VEHICLE WAS IN REVERSE. PRIOR TO THE FAILURE, AN UNKNOWN SENSOR WAS REPLACED BY THE DEALER. THE GEAR WAS SHIFTED INTO DRIVE AND THE VEHICLE WAS DRIVEN TO THE DRIVEWAY. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. IN ADDITION, COOLANT LEAKED FROM THE RESERVOIR INTO THE VALLEY OF THE ENGINE AND THE FOUR POWER DOOR LOCKS WOULD INTERMITTENTLY UNLOCK WHEN DRIVING. ON A SEPARATE OCCASION, IN EXTREMELY COLD WEATHER, THE ENGINE FAILED TO START. THE VEHICLE FAILED TO RESTART AND WAS TOWED TO THE DEALER. THE CONTACT WAS UNCERTAIN OF THE REPAIR THAT WAS PERFORMED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURES. THE APPROXIMATE FAILURE MILEAGE WAS 20,000.
NHTSA ODI #10884731
200,048 miles · Jan 29, 2016
Engine
I HAVE EXPERIENCED TWICE NOW WITH MY 2012 F-250 SUPER DUTY WITH THE 6.7 DIESEL ENGINE. ON FRIDAY JANUARY 22ND AND WAS SIMILAR TO A PREVIOUS EVENT INVOLVING A SUDDEN AND UNEXPECTED ACCELERATION OF MY TRUCK WHILE IN DRIVE. BOTH INSTANCES HAVE OCCURRED FROM THE TRUCK BEING IN A PARKED POSITION WITH THE ENGINE OFF. UPON STARTING…
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I HAVE EXPERIENCED TWICE NOW WITH MY 2012 F-250 SUPER DUTY WITH THE 6.7 DIESEL ENGINE. ON FRIDAY JANUARY 22ND AND WAS SIMILAR TO A PREVIOUS EVENT INVOLVING A SUDDEN AND UNEXPECTED ACCELERATION OF MY TRUCK WHILE IN DRIVE. BOTH INSTANCES HAVE OCCURRED FROM THE TRUCK BEING IN A PARKED POSITION WITH THE ENGINE OFF. UPON STARTING THE TRUCK AND SHIFTING INTO DRIVE, I BEGIN TO PULL FORWARD APPROXIMATELY 20 TO 40 FEET AND PREPARE TO STOP PRIOR TO ENTERING TRAFFIC OR REPOSITIONING. THE TRUCK WILL SUDDENLY ACCELERATE AND LUNGE FORWARD. FORTUNATELY IN BOTH INSTANCES MY RIGHT FOOT IS LIGHTLY ON THE BREAK PREPARING TO STOP WHEN THIS HAPPENS. I IMMEDIATELY DEPRESS THE BRAKE WITH A CONSTANT AND HARD PRESSURE AS THE TRUCK'S RPM IS IN THE 2500 TO 3000 RANGE AND I CAN FEEL THE TRUCK WANTING TO SURGE FORWARD. THE FIRST TIME THIS OCCURRED I HAPPENED TO BE PULLING UP BEHIND MY SON WHO WAS IN HIS VEHICLE AND VERY NEARLY MISSED CRASHING INTO HIM. I HAD TO IMMEDIATELY SHIFT INTO NEUTRAL AND SHUT THE TRUCK OFF. ON THE SECOND OCCASION I WAS REPOSITIONING AROUND A VEHICLE WHEN AGAIN THE TRUCK UNEXPECTEDLY ACCELERATED AND I CAME WITH 6 TO 8 FEET OF IMPACTING A CONCRETE LIGHT POST BASE. UPON SHIFTING INTO NEUTRAL THE TRUCK REVVED UP TO APPROXIMATELY 3500 TO 4000 RPM AND AGAIN I SHUT THE TRUCK OFF. AFTER BOTH INSTANCES THE TRUCK WAS RESTARTED AND APPEARED TO DRIVE NORMALLY. IN BOTH CASES THE SERVICE CENTER WAS UNABLE TO IDENTIFY THE CAUSE AND RELATED THAT THEY DID NOT FIND ANY 'ERROR CODES' OR OTHER ELECTRONIC RECORDED EVENTS RELATING TO WHAT I HAVE EXPERIENCED AND AGAIN THE PCM WAS REPROGRAMMED. THE TRUCK IS STILL UNDER WARRANTY AND CURRENTLY HAS ONLY 20064 MILES ON IT.
NHTSA ODI #10823047
59,200 miles · Sep 25, 2015
Engine
THE RADIATOR HAS A LEAK AT 59,200 MILES. THIS SHOULD BE A RECALL!
NHTSA ODI #10777730
72,000 miles · Aug 5, 2015
EngineFuel/propulsion System
TRAVELING DOWN THE HIGHWAY AT 55MPH WITH CRUISE SET AND HIT BRAKE TO TURN CORNER. ENGINE IMMEDIATELY DIED WITH SUBSEQUENT LOSS OF POWER BRAKES AND STEERING--SCARY BECAUSE IT HAPPENED AT A CRITICAL TIME WHILE TURNING A CORNER ON A HIGHWAY. ABSOLUTELY NO WARNING--ENGINE SEEMED FINE PRIOR. TRUCK WOULD NOT START. TOWED THE DEAD TRUC…
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TRAVELING DOWN THE HIGHWAY AT 55MPH WITH CRUISE SET AND HIT BRAKE TO TURN CORNER. ENGINE IMMEDIATELY DIED WITH SUBSEQUENT LOSS OF POWER BRAKES AND STEERING--SCARY BECAUSE IT HAPPENED AT A CRITICAL TIME WHILE TURNING A CORNER ON A HIGHWAY. ABSOLUTELY NO WARNING--ENGINE SEEMED FINE PRIOR. TRUCK WOULD NOT START. TOWED THE DEAD TRUCK TO NEAREST FORD DEALER IN WELLINGTON, KS. HIGH PRESSURE FUEL PUMP FAILURE WAS THE DIAGNOSIS. EVIDENTLY WHEN THIS HAPPENS, METAL FILINGS FROM THE SHREDDED PUMP TAKE OUT ALL THE INJECTORS, FUEL RAIL, PRESSURE REGULATOR, AND ALSO SENDS METAL FILINGS INTO THE FUEL TANK VIA THE RETURN LINE. FORD CORPORATE, NOT THE DEALER MIND YOU, CLAIMS THIS FAILURE IS A RESULT OF FUEL CONTAMINATION IN SPITE OF THE FACT THAT THERE ARE 2 FUEL FILTERS AND A WATER SEPARATOR IN THE SYSTEM AND THEY WERE WELL MAINTAINED. REPAIRS ARE ESTIMATED AT $8000 + AND FORD HAS REFUSED WARRANTY SAYING IT IS NOT THEIR FAULT. THE "FUEL CONTAMINATION" CLAIM BY FORD MAY NOT EVEN BE ACCURATE AS THEIR "DIAGNOSIS" WAS MADE FROM A PICTURE OF THE FAILED PART. NO FUEL TESTS BY FORD WERE CONDUCTED ALTHOUGH I DID RETAIN A SAMPLE OF THE FUEL. NO SPECIFICS WERE GIVEN BY FORD AS TO WHAT TYPE OF CONTAMINATION EITHER--THEY JUST STATE "CONTAMINATION". I HAVE NO IDEA IF THEY ARE TALKING FLUID OR SOLIDS. JUST WHOSE FAULT IS IT WHEN THE FUEL FILTERING SYSTEM DESIGNED BY FORD FAILS TO FILTER OUT CONTAMINANTS? THEY ARE DENYING WARRANTIES TO THOUSANDS OF CONSUMERS LIKE ME, PLUS THEY PUT ME IN DANGER WITH A KNOWN ISSUE THEY FAIL TO TAKE RESPONSIBILITY FOR--AND MY GOVERNMENT IS LETTING THEM GET BY WITH IT. TO MY KNOWLEDGE THEY ARE CONTINUING TO BUILD THESE 6.7L DIESEL ENGINES (IT IS NOW AUGUST OF 2015 AS I WRITE THIS) WITH THE SAME HIGH PRESSURE FUEL PUMP FAILURES STARING THE NEXT CONSUMER IN THE FACE AND POCKETBOOK. SHAME ON FORD--AND SHAME ON THE REST OF US FOR LETTING THEM GET BY WITH IT...UPDATED 11/05/15 *BF *CN
NHTSA ODI #10746415
56,801 miles · Mar 19, 2015
Engine
I WAS DRIVING MY VEHICLE EAST ON THE HIGHWAY IN MIAMI (SR-836 JUST BEFORE NW 107TH AVENUE) AND IT GAVE ME A MESSAGE TO "STOP SAFELY NOW". I PULLED OVER IMMEDIATELY AND HAD THE TRUCK TOWED TO GUS MACHADO FORD OF KENDALL. THE REPAIR ENDED UP COSTING ME OVER $700. MY SON DID SOME RESEARCH AND FOUND OUT THERE WAS A RECALL QUERY…
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I WAS DRIVING MY VEHICLE EAST ON THE HIGHWAY IN MIAMI (SR-836 JUST BEFORE NW 107TH AVENUE) AND IT GAVE ME A MESSAGE TO "STOP SAFELY NOW". I PULLED OVER IMMEDIATELY AND HAD THE TRUCK TOWED TO GUS MACHADO FORD OF KENDALL. THE REPAIR ENDED UP COSTING ME OVER $700. MY SON DID SOME RESEARCH AND FOUND OUT THERE WAS A RECALL QUERY (RQ-14-005) SENT TO FORD ON FEBRUARY 5, 2015. I JUST WANTED TO BE ADDED TO THE LIST OF AFFECTED OWNERS AND WOULD LIKE TO BE ADDED TO ANY E-MAIL OR MAIL DISTRIBUTION LISTS. *TR
NHTSA ODI #10695368
57,514 miles · Feb 11, 2015
Electrical SystemEngineFuel/propulsion System
WHILE TRAVELING I-10 WEST NEAR CRESTVIEW, FL AT APPROXIMATELY 70 MPH, I RECEIVED A FORD DIAGNOSTIC SCREEN NOTIFICATION TO STOP VEHICLE IMMEDIATELY. I PULLED OVER ON THE SIDE OF THE INTERSTATE AND SLOWED THE TRUCK TO A STOP. THE ENGINE SHUT OFF IMMEDIATELY WHEN I FULLY STOPPED. I ATTEMPTED TO RESTART THE TRUCK, BUT THE TRUCK ENG…
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WHILE TRAVELING I-10 WEST NEAR CRESTVIEW, FL AT APPROXIMATELY 70 MPH, I RECEIVED A FORD DIAGNOSTIC SCREEN NOTIFICATION TO STOP VEHICLE IMMEDIATELY. I PULLED OVER ON THE SIDE OF THE INTERSTATE AND SLOWED THE TRUCK TO A STOP. THE ENGINE SHUT OFF IMMEDIATELY WHEN I FULLY STOPPED. I ATTEMPTED TO RESTART THE TRUCK, BUT THE TRUCK ENGINE WOULD NOT EVEN 'TURN OVER'. THERE WAS NO ADDITIONAL INFORMATION PROVIDED BY THE FORD DIAGNOSTIC SCREEN. I WAS STRANDED ON THE SIDE OF THE INTERSTATE WITH FAMILY MEMBERS AND LUGGAGE AT 8PM ON A SUNDAY NIGHT, AND 2 HOURS FROM HOME (MISSISSIPPI). I HAD THE TRUCK TOWED TO THE NEAREST FORD DEALERSHIP. THE NEXT DAY, THE DEALERSHIP INFORMED ME THAT IT WAS A EGT SENSOR FAILURE. THIS IS UNBELIEVABLE THAT A FAILED SENSOR WOULD LEAVE ME STRANDED WITHOUT A PREVIOUS WARNING STATING THE SHUTDOWN WOULD OCCUR. AT LEAST THE TRUCK PCM SHOULD NOTIFY AND ALLOW ME TO PUT MYSELF AND MY LOVED ONES IN A SAFE PLACE IF THE TRUCK WAS TO BE AUTOMATICALLY SHUT OFF. *TR
NHTSA ODI #10682753
38,000 miles · Jan 27, 2015
Engine
TL*THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT WHILE DRIVING AT AN UNKNOWN SPEED, THE "STOP SAFELY NOW" MESSAGE ILLUMINATED AND MINUTES LATER THE ENGINE WOULD STALL. THE FAILURE RECURRED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO THE DEALER, WHERE IT WAS DIAGNOSED THAT THE EXHAUST GAS TEMPERATURE EGT SENSOR NEED…
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TL*THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT WHILE DRIVING AT AN UNKNOWN SPEED, THE "STOP SAFELY NOW" MESSAGE ILLUMINATED AND MINUTES LATER THE ENGINE WOULD STALL. THE FAILURE RECURRED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO THE DEALER, WHERE IT WAS DIAGNOSED THAT THE EXHAUST GAS TEMPERATURE EGT SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 38,000.
NHTSA ODI #10679092
NHTSA investigations
1RQ14005 · Vehicle Commanded Engine Shutdown
Opened Jan 13, 2015 · Closed Mar 15, 2016
Status: closed (inferred from source dates) · Electrical System:software; Engine; Engine And Engine Cooling:engine:diesel; Engine And Engine Cooling:exhaust System; Engine And Engine Cooling:exhaust System:emission Control
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Additional source detail variants (5)
Electrical System:software
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:engine:diesel
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:exhaust System:emission Control
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:exhaust System
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
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