NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
142 reports130,000 miles · Jan 3, 2021
SteeringSuspension
WHILE DRIVING, I EXPERIENCE A SEVERE AND HORRIFYING 'DEATH WOBBLE' IN MY STEERING WHEEL, AT WHICH TIME THE ENTIRE FRONT END OF MY TRUCK VIOLENTLY SHAKES. IT BECOMES DIFFICULT TO CONTROL IT AND FORCES ME TO APPLY MY BRAKES IN ORDER TO REGAIN CONTROL. THIS HAS BEEN HAPPENING FOR ABOUT 8 MONTHS AND HAPPENS OFTEN. IT HAPPENS AT VARI…
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WHILE DRIVING, I EXPERIENCE A SEVERE AND HORRIFYING 'DEATH WOBBLE' IN MY STEERING WHEEL, AT WHICH TIME THE ENTIRE FRONT END OF MY TRUCK VIOLENTLY SHAKES. IT BECOMES DIFFICULT TO CONTROL IT AND FORCES ME TO APPLY MY BRAKES IN ORDER TO REGAIN CONTROL. THIS HAS BEEN HAPPENING FOR ABOUT 8 MONTHS AND HAPPENS OFTEN. IT HAPPENS AT VARIOUS SPEEDS. NOBODY APPEARS TO KNOW HOW TO FIX IT.
NHTSA ODI #11386266
142,000 miles · Jan 1, 2021
SteeringSuspension
WHILE ACCELERATING ON THE ENTRANCE RAMP TO GET ON THE HIGHWAY, MY 2014 FORD F-250 SUPERDUTY WITH 142,000 MILES BEGAN TO VIOLENTLY SHAKE UNCONTROLLABLY. I HAD BARELY REACHED 45-50 MILES PER HOUR WHEN IT HAPPENED. THE SHAKE WAS STRONG ENOUGH TO THROW MY HANDS OFF THE STEERING WHEEL. I WAS ABLE TO SAFELY SLOWDOWN AND PULL THE TRUCK…
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WHILE ACCELERATING ON THE ENTRANCE RAMP TO GET ON THE HIGHWAY, MY 2014 FORD F-250 SUPERDUTY WITH 142,000 MILES BEGAN TO VIOLENTLY SHAKE UNCONTROLLABLY. I HAD BARELY REACHED 45-50 MILES PER HOUR WHEN IT HAPPENED. THE SHAKE WAS STRONG ENOUGH TO THROW MY HANDS OFF THE STEERING WHEEL. I WAS ABLE TO SAFELY SLOWDOWN AND PULL THE TRUCK OFF THE ROAD THEREAFTER. I AM CONCERNED ABOUT THE DRIVABILITY OF THIS TRUCK AND HAVE RAISED A CONCERN WITH FORD AND THE DEALER THAT SOLD ME THE TRUCK.
NHTSA ODI #11385987
103,547 miles · Dec 26, 2020
SteeringSuspension
VEHICLE WILL HAVE VIOLENT SHAKING AT HIGHWAY SPEEDS KNOW AS A "DEATH WOBBLE". DEATH WOBBLE HAPPENED AT DIFFERENT SPEEDS AND ON DIFFERENT ROAD TERRAINS. THIS ISSUES ALSO HAPPENED WHEN AT HIGHWAY SPEEDS AND BRAKING AROUND CURVES.
NHTSA ODI #11384989
35,000 miles · Dec 13, 2020
Suspension
MY 2014 F250 HAS RECENTLY HAD THE CONDITION DESCRIBED BY NUMEROUS OTHERS AS THE FORD DEATH WOBBLE. THE TRUCK HAS 35,000 MILES AND THIS DANGEROUS CONDITION JUST STARTED. THE FIRST OCCURRENCE WAS ON 12/9/20. SECOND ON 12/11/20. THIRD AND FOURTH OCCURRENCE ON 12/13/20. THE FIRST TWO TIMES THE SHAKING WAS EXTREME, NEARLY JERKED TH…
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MY 2014 F250 HAS RECENTLY HAD THE CONDITION DESCRIBED BY NUMEROUS OTHERS AS THE FORD DEATH WOBBLE. THE TRUCK HAS 35,000 MILES AND THIS DANGEROUS CONDITION JUST STARTED. THE FIRST OCCURRENCE WAS ON 12/9/20. SECOND ON 12/11/20. THIRD AND FOURTH OCCURRENCE ON 12/13/20. THE FIRST TWO TIMES THE SHAKING WAS EXTREME, NEARLY JERKED THE STEERING WHEEL FROM MY HANDS AND COULD HAVE EASILY CAUSED AN ACCIDENT. THE LAST TWO WERE LESS EXTREME BUT I STILL NEEDED TO SLOW WAY DOWN TO STOP THE SHAKING. ALL FOUR TIMES THIS OCCURRED I WAS DRIVING ON STRAIGHT, PAVED, ROADWAY AND HIT A SMALL BUMP IN THE ROAD. THE SMALL BUMP SET THE SHAKING IN MOTION. APPROXIMATE SPEEDS WERE 60, 70, 65 AND 65 MPH IN ORDER OF OCCURRENCE. I WAS DRIVING ALONE EACH TIME THIS HAPPENED SO DO NOT HAVE ANY WITNESSES TO THIS CONDITION. HOWEVER, AS STATED ABOVE, HUNDREDS OF OTHERS HAVE REPORTED THIS SAME CONDITION WITH F250 AND F350 TRUCKS.
NHTSA ODI #11383265
135,000 miles · Dec 8, 2020
SteeringSuspension
DRIVING AT 70 MILES PER HOUR ON A STATE HWY MY FRONT END STARTED SHAKING VIOLENTLY. IT ALMOST CAUSED ME TO CRASH ,I APPLIED THE BRAKES BUT MADE IT WORSE.FINALLY WAS ABLE TO REGAIN CONTROL AND STOPPED.
NHTSA ODI #11378584
130,000 miles · Nov 30, 2020
SteeringSuspension
WHEN DRIVING APPROXIMATELY 58MPH ON CITY ROADS OR INTERSTATE A SLIGHT VIBRATION STARTS AND TURNS INTO AN UNCONTROLLABLE WOBBLE IN FRONT TIRES AND STEERING WHEEL. NO WAY TO POWER THRU THE VIBRATION YOU HAVE TO COME TO ALMOST A COMPLETE STOP AT TIMES FOR WOBBLE TO STOP.
NHTSA ODI #11377232
40,000 miles · Nov 25, 2020
SuspensionUnknown Or Other
TRUCK VIOLENTLY STARTS SHAKING UNCONTROLLABLY ON HIGHWAY AT HIGH SPEEDS. THIS OCCURS IF HIT A BUMP IN THE ROAD, PAVEMENT/GROOVE CHANGES, ACCELERATING UP TO HIGHWAY SPEEDS TO MERGE OR GETTING ON THE BRAKE AT HIGH SPEED ON THE HIGHWAY. THE "DEATH WOBBLE" IS THE EXPERIENCE I HAVE BEEN HAVING AND IS NOW BECOMING WAY TO COMMON FOR T…
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TRUCK VIOLENTLY STARTS SHAKING UNCONTROLLABLY ON HIGHWAY AT HIGH SPEEDS. THIS OCCURS IF HIT A BUMP IN THE ROAD, PAVEMENT/GROOVE CHANGES, ACCELERATING UP TO HIGHWAY SPEEDS TO MERGE OR GETTING ON THE BRAKE AT HIGH SPEED ON THE HIGHWAY. THE "DEATH WOBBLE" IS THE EXPERIENCE I HAVE BEEN HAVING AND IS NOW BECOMING WAY TO COMMON FOR THE DAILY COMMUTE. THIS IS HAPPENING ON DAILY TRAVEL AND WHEN PULLING A TRAILER LOADED WITH HORSES. PURCHASED IN 2016 WITH EXTREMELY LOW MILES AND THE ISSUE BEGAN SHOWING IN EARLY 2017 AND HAS SINCE BECOME MORE AND MORE FREQUENT AND THE SAFETY OF THE VEHICLE IS NOW UNCERTAIN EVERY TIME I GET IN THE VEHICLE.
NHTSA ODI #11376370
80,000 miles · Nov 25, 2020
SteeringSuspensionUnknown Or Other
MY 2014 F250 HAS SINCE AROUND 80K MILES HAD AN UNCONTROLLABLE WOBBLE WHEN AT LOW HIGHWAY SPEEDS HITTING EVEN THE SMALLEST BUMP IN THE ROAD. AFTER MULTIPLE ALIGNMENTS AND TIRE CHANGES MY DEALER ADMITTED THAT ITS KNOWN AS "DEATH WOBBLE" AND I NEED TO DO THOUSANDS OF DOLLARS IN REPAIRS THAT ARE VERY COMMON. I AM AT 140K NOW AND THE…
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MY 2014 F250 HAS SINCE AROUND 80K MILES HAD AN UNCONTROLLABLE WOBBLE WHEN AT LOW HIGHWAY SPEEDS HITTING EVEN THE SMALLEST BUMP IN THE ROAD. AFTER MULTIPLE ALIGNMENTS AND TIRE CHANGES MY DEALER ADMITTED THAT ITS KNOWN AS "DEATH WOBBLE" AND I NEED TO DO THOUSANDS OF DOLLARS IN REPAIRS THAT ARE VERY COMMON. I AM AT 140K NOW AND THEY FINALLY ADMITED THAT ITS A SYSTEMIC PROBLEM
NHTSA ODI #11376318
64,500 miles · Oct 22, 2020
EngineFuel/propulsion System
REDUCTANT (DIESEL EXHAUST FLUID) HEATER HAS FAILED ON MY 2014 F-250 WITH A 6.7L DIESEL. DIAGNOSTIC CODE P20BA. FORD FSA 18M01 COVERS THIS FAILURE ON 2011-2012 F-250/350 AND 2011-2015 F-450/550. FROM PARTS.FORD.COM " PART # 5J225 (REDUCTANT HEATER AND SENDER ASSEMBLY),USAGES: 10/04/2011 - 07/05/2016, F250/350/450/550 SUPER DUTY…
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REDUCTANT (DIESEL EXHAUST FLUID) HEATER HAS FAILED ON MY 2014 F-250 WITH A 6.7L DIESEL. DIAGNOSTIC CODE P20BA. FORD FSA 18M01 COVERS THIS FAILURE ON 2011-2012 F-250/350 AND 2011-2015 F-450/550. FROM PARTS.FORD.COM " PART # 5J225 (REDUCTANT HEATER AND SENDER ASSEMBLY),USAGES: 10/04/2011 - 07/05/2016, F250/350/450/550 SUPER DUTY, 6.7L 4V V8 T/C DIESEL, WIDE FRAME (PICKUP), WITH LOW SULFUR DIESEL FUEL CONTENT" STATING THAT THE SAME "REDUCTANT HEATER AND SENDER" WAS USED FROM 2011-2016. HOWEVER THE FSA DOES NOT INCLUDE 2013-2015 F-250/350 MODELS. I BELIEVE THIS IS DUE TO THE LARGE NUMBERS OF THESE SPECIFIC MODELS ON THE ROAD AND THE FACT THAT FORD DOES NOT WANT TO BE RESPONSIBLE FOR THIS EMISSIONS EQUIPMENT RELATED FAILURES. THIS FAILURE WILL KEEP MY VEHICLE FROM PASSING INSPECTION. MY VEHICLE, WHICH I AM THE ORIGINAL OWNER, HAS LESS THAN 65,000 MILES AS OF 10/22/2020.
NHTSA ODI #11365797
140,000 miles · Sep 26, 2020
Steering
I WAS ACCELERATING UP THE ON-RAMP ONTO A FREEWAY WHEN I ENCOUNTERED SOME ROUGH PAVEMENT ON THE OVERPASS. THE FRONT OF THE TRUCK BEGAN TO SHAKE VIOLENTLY. I HAD DIFFICULTY HOLDING ONTO THE STEERING WHEEL AND THE TRUCK BEGAN HEADING TOWARD THE RIGHT SIDE GRASSY MEDIAN. I WAS ABLE TO SLOW BY LETTING OFF THE ACCELERATOR. I WAS AFRAI…
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I WAS ACCELERATING UP THE ON-RAMP ONTO A FREEWAY WHEN I ENCOUNTERED SOME ROUGH PAVEMENT ON THE OVERPASS. THE FRONT OF THE TRUCK BEGAN TO SHAKE VIOLENTLY. I HAD DIFFICULTY HOLDING ONTO THE STEERING WHEEL AND THE TRUCK BEGAN HEADING TOWARD THE RIGHT SIDE GRASSY MEDIAN. I WAS ABLE TO SLOW BY LETTING OFF THE ACCELERATOR. I WAS AFRAID THAT BRAKING MIGHT CAUSE ME TO LOSE CONTROL ALTOGETHER. AT REDUCED SPEED THE SHAKING STOPPED. LOOKING IN MY MIRROR I COULD TELL THAT THE DRIVER BEHIND ME SAW WHAT WAS HAPPENING AND HAD BACKED OFF SOME DISTANCE FROM ME. I HAVE FELT THE SHAKING SEVERAL TIMES SINCE THE ORIGINAL OCCURRENCE BUT IT HAS NOT BEEN AS VIOLENT AS THE FIRST TIME.
NHTSA ODI #11361262
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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