NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
195 reports24,000 miles · Sep 9, 2012
Engine And Engine Cooling
I AM FILING A COMPLAINT HERE AS FORD CUSTOMER CARE REFERENCED YOU IN ONE OF THEIR RESPONSES TO ME. MY PICKUP WITH 24,000 MILES ON IT BLEW OUT THE TANK ON THE RADIATOR. THIS COULD REFLECT AS A SAFETY ISSUE FROM BEING STRANDED. FROM TALKING TO THE SERVICE PEOPLE AT LEWIS AND CLARK FORD IN YANKTON SD WHERE I HAD TO BE TOWED TO IT S…
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I AM FILING A COMPLAINT HERE AS FORD CUSTOMER CARE REFERENCED YOU IN ONE OF THEIR RESPONSES TO ME. MY PICKUP WITH 24,000 MILES ON IT BLEW OUT THE TANK ON THE RADIATOR. THIS COULD REFLECT AS A SAFETY ISSUE FROM BEING STRANDED. FROM TALKING TO THE SERVICE PEOPLE AT LEWIS AND CLARK FORD IN YANKTON SD WHERE I HAD TO BE TOWED TO IT SOUNDS LIKE THIS IS A COMMON OCCURRENCE. I ALSO HAVE DONE A LITTLE RESEARCH ON LINE AND IN A SHORT TIME FOUND APPROXIMATELY 40 CASE SO I AM SURE THERE ARE MANY MORE. ANY HELP YOU COULD GIVE ME WITH THIS ISSUE WOULD BE APPRECIATED. *TR
NHTSA ODI #10474370
28,000 miles · Sep 8, 2012
Fuel/propulsion SystemVehicle Speed Control
WHILE TOWING A 10,000 POUND 5TH WHEEL TRAILER I NEEDED TO SPEED UP TO MERGE INTO THE LEFT LANE. THE TRUCK WAS ON CRUISE CONTROL SET AT 50 MPH. I STEPPED DOWN AND ENTERED PASSING GEAR. AFTER THE MERGE I LET OFF THE THROTTLE BUT THE TRUCK CONTINUED TO ACCELERATE IN PASSING GEAR. I STEPPED ON THE BRAKES BUT THE CRUISE CONTROL W…
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WHILE TOWING A 10,000 POUND 5TH WHEEL TRAILER I NEEDED TO SPEED UP TO MERGE INTO THE LEFT LANE. THE TRUCK WAS ON CRUISE CONTROL SET AT 50 MPH. I STEPPED DOWN AND ENTERED PASSING GEAR. AFTER THE MERGE I LET OFF THE THROTTLE BUT THE TRUCK CONTINUED TO ACCELERATE IN PASSING GEAR. I STEPPED ON THE BRAKES BUT THE CRUISE CONTROL WOULD NOT RELEASE AND THE TRUCK CONTINUED TO ACCELERATE. I TRIED REPEATEDLY TO DISENGAGE THE CRUISE USING THE BRAKES. I THEN PRESSED THE CRUISE CONTROL "OFF" BUTTON REPEATEDLY TO NO AVAIL. AT THIS POINT I PRESSED AND HELD THE BRAKE PEDAL AS HARD AS I COULD WHILE THE DIESEL ENGINE CONTINUED TO RACE AT MAX POWER. I WAS ABLE TO SLOW TO ABOUT 30 MPH BEFORE THE ENGINE STARTED TO OVERCOME THE FADING BRAKES. AT THIS POINT I TURNED THE KEY OFF AND COASTED TO A STOP. I TRIED TO RESTART THE ENGINE TWICE AND IT IMMEDIATELY STARTED AT MAX THROTTLE AND I IMMEDIATELY TURNED THE KEY OFF. I CALLED FORD FOR A TOW. AFTER ABOUT 20 MINUTES I TRIED TO RESTART THE ENGINE AND IT STARTED NORMALLY SO I CANCELLED THE TOW. THE TRUCK SEEMS TO BE WORKING NORMALLY AND CRUISE ALSO WORKS NORMALLY. I HAVEN'T TRIED TO ENTER PASSING GEAR WHILE IN CRUISE AND WON'T AS THIS INCIDENT ALMOST CAUSE ME TO HAVE A CATASTROPHIC ACCIDENT. I PLAN TO TAKE THE TRUCK TO THE DEALER TO BE ANALYZED. THIS WAS A MAJOR SAFETY PROBLEM AND COULD EASILY HAVE CAUSED A FATAL ACCIDENT. *TR
NHTSA ODI #10474362
36,000 miles · Apr 20, 2012
Steering
TL* THE CONTACT OWNS A 2008 FORD F-250 SUPRERDUTY DIESEL. THE CONTACT STATED THAT THE VEHICLE BECAME VERY DIFFICULT TO STEER WHILE DRIVING 30 MPH. THE CONTACT INSPECTED THE VEHICLE AND THOUGHT THAT THE FAILURE INVOVLED THE STEERING BOX AND SHAFT. THE VEHICLE HAD NOT BEEN TAKEN TO THE TO THE DEALER, BUT THE MANUFACTURER HAD BEEN …
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TL* THE CONTACT OWNS A 2008 FORD F-250 SUPRERDUTY DIESEL. THE CONTACT STATED THAT THE VEHICLE BECAME VERY DIFFICULT TO STEER WHILE DRIVING 30 MPH. THE CONTACT INSPECTED THE VEHICLE AND THOUGHT THAT THE FAILURE INVOVLED THE STEERING BOX AND SHAFT. THE VEHICLE HAD NOT BEEN TAKEN TO THE TO THE DEALER, BUT THE MANUFACTURER HAD BEEN NOTIFIED. THE FAILURE MILEAGE WAS 36,000. UPDATED 6/4/12 *CN
NHTSA ODI #10455835
49,000 miles · Mar 22, 2012
Engine And Engine Cooling
ON MARCH 13, 2012, I FILED A COMPLAINT WITH FORD MOTOR COMPANY CUSTOMER SERVICE REGARDING A REPAIR THEY MADE TO MY TRUCK. THE CASE NUMBER IS [XXX]. I HAD TO REPLACE TWO RADIATOR HOSES COSTING ME $500. THEY WERE NOT DEFECTIVE DUE TO ABUSE OR MAINT. THEY HAD A DESIGN FLAW PER THE SERVICE TECH. I BROUGHT THE TRUCK IN FOR ONE OF…
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ON MARCH 13, 2012, I FILED A COMPLAINT WITH FORD MOTOR COMPANY CUSTOMER SERVICE REGARDING A REPAIR THEY MADE TO MY TRUCK. THE CASE NUMBER IS [XXX]. I HAD TO REPLACE TWO RADIATOR HOSES COSTING ME $500. THEY WERE NOT DEFECTIVE DUE TO ABUSE OR MAINT. THEY HAD A DESIGN FLAW PER THE SERVICE TECH. I BROUGHT THE TRUCK IN FOR ONE OF THEM WAS LEAKING. THEY REPLACED BOTH FOR THEY SAID THAT THE OTHER ONE WAS GOING TO LEAK EVENTUALLY. THEY WERE REPLACED WITH A NEWLY DESIGNED HOSE TO PREVENT THE LEAKING. THE TECH STATED THAT THEY HAVE HAD TO REPLACE MANY ON THIS MODEL AND YEAR TRUCK. I REALIZE THE TRUCK WAS PAST THE 3 YEAR/36000 MILE WARRANTY; HOWEVER IT SHOULD HAVE BEEN COVERED UNDER THE POWER TRAIN WARRANTY OR FORD SHOULD HAVE COVERED THE COST. IT WAS A MANUFACTURE DESIGN FLAW AND COULD HAVE BLOWN OUT ON THE ROAD CAUSING A BREAK DOWN AND HIGHWAY SAFETY HAZARD. ALL I'M ASKING FOR IS THAT FORD ACKNOWLEDGE THE PROBLEM AND A RECALL BE MANDATED FOR THE VEHICLE. THE DEALERSHIP SAID THAT WAS THE ONLY WAY I COULD BE REIMBURSED. SHOULD YOU REQUIRE ANY ADDITIONAL INFORMATION PLEASE LET ME KNOW. I'M SURE OTHER OWNERS HAVE HAD THIS SAME ISSUE. ALSO, I HAVE IN MY POSSESSION THE TWO DEFECTIVE AND DESIGN FLAWED RADIATOR HOSES. I MADE THE DEALERSHIP GIVE THEM TO ME. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #10452694
44,000 miles · Jan 4, 2012
Engine And Engine Cooling
THIS VEHICLE SINCE THE LAST PCM UPDATE WHEN IT GOES INTO "CLEAN EXHAUST FILTER" MODE WILL SHOOT OUT HEAVY SMOKE FOR 2 MILES. THIS IS AN ENVIRONMENTAL POLLUTION AND ALSO A SAFETY HAZARD FOR DRIVERS BEHIND THE VEHICLE. THIS PROBLEM HAS BEEN ONGOING FOR MONTHS. DEALER STATES IT IS"NORMAL". *TR
NHTSA ODI #10442352
48,668 miles · Jan 3, 2012
Engine And Engine Cooling
RADIATOR HAS FAILED FOUR TIMES. THE FOURTH TIME IT FAILED IT WAS OUT OF WARRANTY. FORD REFUSES TO ACKNOWLEDGE THE DEFECT. *TR
NHTSA ODI #10442277
23,800 miles · Nov 4, 2011
Tires
TL* THE CONTACT OWNS A 2008 FORD F-250 EQUIPPED WITH CONTINENTAL CONTITRAC TR SIZE LT275/70/R18 TIRES. THE CONTACT STATED THAT THE VEHICLE BEGAN TO SHAKE WHILE DRIVING 70 MPH. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER AND THE CONTACT WAS INFORMED THAT THE TREAD WAS SEPARATING ON THE FRONT DRIVER'S SIDE TIRE. THE VEHICLE WAS …
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TL* THE CONTACT OWNS A 2008 FORD F-250 EQUIPPED WITH CONTINENTAL CONTITRAC TR SIZE LT275/70/R18 TIRES. THE CONTACT STATED THAT THE VEHICLE BEGAN TO SHAKE WHILE DRIVING 70 MPH. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER AND THE CONTACT WAS INFORMED THAT THE TREAD WAS SEPARATING ON THE FRONT DRIVER'S SIDE TIRE. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND INFORMED THE CONTACT THAT THE TIRES WERE NOT INCLUDED IN THE RECALL ASSOCIATED WITH NHTSA CAMPAIGN ID NUMBER 11T002000 (TIRES:TREAD/BELT). THE MANUFACTURER OFFERED TO REPLACE THE FAILED TIRE, BUT NOT THE REMAINING TIRES. THE FAILURE MILEAGE WAS 23,800.
NHTSA ODI #10434227
65,000 miles · Oct 28, 2011
SteeringSuspension
THE FRONT END OF THE TRUCK WILL JUST START SHAKING UNCONTROLLABLY. *TR
NHTSA ODI #10433101
13,697 miles · Oct 9, 2011
Service Brakes, Hydraulic
I BOUGHT MY TRUCK IN NOVEMBER 2008 BRAND NEW. AT APPROXIMATELY 13000 MILES I HAD MY RIGHT FRONT BRAKE CALIPER FREEZE UP. I WAS ON MY WAY HOME FROM WORK PULLED IN MY DRIVEWAY GOT OUT AND SAW SMOKE COMING FROM AROUND MY LEFT FRONT WHEEL. I TOOK IT IN TO THE DEALERSHIP THE FOLLOWING DAY AND THE DEALERSHIP HAD TO INSTALL A NEW CALIP…
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I BOUGHT MY TRUCK IN NOVEMBER 2008 BRAND NEW. AT APPROXIMATELY 13000 MILES I HAD MY RIGHT FRONT BRAKE CALIPER FREEZE UP. I WAS ON MY WAY HOME FROM WORK PULLED IN MY DRIVEWAY GOT OUT AND SAW SMOKE COMING FROM AROUND MY LEFT FRONT WHEEL. I TOOK IT IN TO THE DEALERSHIP THE FOLLOWING DAY AND THE DEALERSHIP HAD TO INSTALL A NEW CALIPER, PADS AND ROTOR. THIS WAS ALL DONE UNDER WARRANTY, UNFORTUNATELY THIS SAME THING HAS HAPPENED 3 MORE TIMES - ONCE ON THE RIGHT FRONT,ONCE ON THE RIGHT REAR, AND AGAIN ON THE LEFT FRONT. THE LAST TIME WAS AT 48000 MILES AND I HAD TO PAY FOR THE REPAIRS BECAUSE I WAS OUT OF WARRANTY. EVERY INCIDENT WAS THE SAME WITH THE RESULTING REPAIRS BEING THE SAME (NEW CALIPER, NEW ROTOR,AND NEW PADS. I HOPE THAT SOMETHING CAN BE DONE TO MAKE FORD REMEDY THIS SITUATION BEFORE SOMEONE GETS HURT. LIVING IN MICHIGAN I DRIVE ON SLIPPERY ROADS AND IF THIS WERE TO HAPPEN ON SLIPPERY ROADS I FEAR WHAT THE OUTCOME OF THE INCIDENT MAY BE. THIS I FEEL IS A VERY UNSAFE CONDITION, I PULL A 34 FOOT FIFTHWHEEL CAMPER AND WOULD NOT WANT TO EXPERIENCE THIS WHILE PULLING IT. I KNOW OF AT LEAST 5 OTHER TRUCKS WITH THIS SAME PROBLEM RANGING IN YEARS FROM 2005 TO PRESENT. IRONICALLY FORD HAS ISSUED A TSB ON THE 2010-2011 FORD SUPERDUTY FOR THIS EXACT PROBLEM. I BELIEVE THEY NEED TO EXPAND THE TSB OR ISSUE A RECALL ON ALL OF THESE TRUCKS. I AM ON THE VERGE OF GETTING RID OF MY TRUCK BECAUSE I FEEL IT IS NOT REAL SAFE TO DRIVE.HOPEFULLY SOMETHING WILL BE DONE ABOUT THIS. *TR
NHTSA ODI #10429234
40,000 miles · Aug 30, 2011
Fuel System, Gasoline
TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE PARKED, THE CONTACT ATTEMPTED TO REFUEL THE VEHICLE BUT THE VEHICLE WOULD NOT ACCEPT THE FUEL. THE FUEL DID NOT SPILL. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTICS. THE TECHNICIAN STATED THE FUEL VENT FUEL TUBE FAILED AND HAD TO BE REPLACED. THE PART WAS UNAVAILABLE FOR REPAIR…
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TL* THE CONTACT OWNS A 2008 FORD F-250. WHILE PARKED, THE CONTACT ATTEMPTED TO REFUEL THE VEHICLE BUT THE VEHICLE WOULD NOT ACCEPT THE FUEL. THE FUEL DID NOT SPILL. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTICS. THE TECHNICIAN STATED THE FUEL VENT FUEL TUBE FAILED AND HAD TO BE REPLACED. THE PART WAS UNAVAILABLE FOR REPAIR. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 40,000.
NHTSA ODI #10422544
Official recalls
5Apr 25, 2008
FORD IS RECALLING 64,754 MY 2008 F-250 AND F-350 SINGLE REAR WHEEL, 4X4, 156 INCH WHEEL BASE PICK UP TRUCKS EQUIPPED WITH A TWO PIECE DRIVE SHAFT FOR FAILING TO CONFORM TO THE FUEL SPILLAGE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 301, "FUEL SYSTEM INTEGRITY." DURING A 30 MPH FRONTAL IMPACT INTO A RIGID BARRIER, THE FUEL TANK CAN MOVE FORWARD AND CONTACT A FRAME CROSS MEMBER, POTENTIALLY CAUSING DAMAGE TO THE FUEL DELIVERY MODULE WHICH CAN RESULT IN FUEL SPILLAGE.
Consequence & remedy
Consequence: FUEL SPILLAGE, IN THE PRESENCE OF AN IGNITION SOURCE, COULD RESULT IN A FIRE.
Remedy: DEALERS WILL INSTALL A BRACKET ON THE AFFECTED VEHICLES FREE OF CHARGE. THE RECALL BEGAN ON MAY 23, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Feb 28, 2008
FORD IS RECALLING 87,515 MY 2008 F250, F-350, F-450, AND F-550 VEHICLES FOR FAILING TO COMPLY WITH ALL THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 207, "SEATING SYSTEMS." SOME 40% SPLIT AND CAPTAIN'S CHAIR DRIVER'S SEATS, EQUIPPED WITH LUMBAR SUPPORTS, MAY HAVE IMPROPER WELDS AT THE JOINT OF THE SEAT BACK PIVOT BRACKET AND THE SEAT BACK FRAME.
Consequence & remedy
Consequence: IN THE EVENT OF A CRASH, THE SEAT SIDE PIVOT BRACKET MAY CRACK OR BREAK, INCREASING THE RISK OF INJURY TO THE SEAT OCCUPANT.
Remedy: DEALERS WILL ADD A REINFORCEMENT TO THE DRIVER'S SEAT BACK FRAME ON THE 40% SPLIT OR CAPTAIN'S CHAIR SEAT EQUIPPED WITH LUMBAR SUPPORT OR, IF NECESSARY, THE SEAT BACK FRAME WILL BE REPLACED. THE RECALL BEGAN ON MARCH 28, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Nov 21, 2007
CERTAIN VEHICLES FAIL TO CONFORM TO THE REQUIREMENTS SPECIFIED IN FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.' THE DRIVER AIR BAG MODULE MAY NOT HAVE BEEN PROPERLY ASSEMBLED.
Consequence & remedy
Consequence: THIS CONDITION MAY PREVENT THE DRIVER AIR BAG FROM PROPERLY DEPLOYING AND REDUCE OCCUPANT PROTECTION IN THE EVENT OF A CRASH.
Remedy: DEALERS WILL REPLACE YOUR DRIVER AIR BAG MODULE FREE OF CHARGE. THE RECALL BEGAN ON NOVEMBER 20, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, EXCESSIVE TEMPERATURES IN THE DIESEL PARTICULATE FILTER IN THE EXHAUST SYSTEM MAY RESULT FROM EXCESS HYDROCARBONS IN THE EXHAUST.
Consequence & remedy
Consequence: LACK OF POWER OR ROUGH OPERATION, UNUSUAL NOISES FROM THE ENGINE OR EXHAUST, WHITE SMOKE FROM THE EXHAUST, AND POTENTIALLY A VISIBLE FLAME OUT THE TAILPIPE CAN OCCUR.
Remedy: DEALERS WILL REPROGRAM THE POWER TRAIN CONTROL MODULE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, INSUFFICIENT CLEARANCE OF THE BATTERY POSITIVE (B+) WIRE TO THE RIGHT HAND SPLASH SHIELD BOLT MAY RESULT IN THE BATTERY B+ WIRE CONTACTING THE SPLASH SHIELD BOLT.
Consequence & remedy
Consequence: LONG TERM CONTACT COULD CAUSE WIRE CHAFE, RESULTING IN COPPER WIRE BEING EXPOSED. IF THIS CONDITION OCCURS, THE BATTERY B+ WIRE COULD SHORT TO GROUND INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSPECT THE BATTERY B+ WIRE LOCATION AND, IF NECESSARY, REPOSITION THE WIRE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1PE13014 · Alleged Loss Of Steering
Opened May 7, 2013 · Closed Jan 31, 2014
Status: closed (inferred from source dates) · Steering; Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Additional source detail variants (2)
Steering
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
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