NHTSA owner reports · September 18, 2026 snapshot.
Suspension complaints
13 reportsClear category filter128,000 miles · Jul 25, 2018
SteeringSuspension
THE 2008, AS WELL AS OTHER YEARS OF THE FORD F-350 ARE KNOWN TO HAVE A PROBLEM WITH A FRONT-END SHIMMY OR "DEATH WOBBLE". I HAVE HAD SEVERAL THOUSAND DOLLARS OF WORK DONE TO MY F-350 IN ORDER TO RESOLVE THE DEATH WOBBLE PROBLEM. THE REPAIRS WORK FOR A TIME AND THEN, WITHOUT WARNING, THE DEATH WOBBLE RETURNS. THE FACT THAT THIS …
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THE 2008, AS WELL AS OTHER YEARS OF THE FORD F-350 ARE KNOWN TO HAVE A PROBLEM WITH A FRONT-END SHIMMY OR "DEATH WOBBLE". I HAVE HAD SEVERAL THOUSAND DOLLARS OF WORK DONE TO MY F-350 IN ORDER TO RESOLVE THE DEATH WOBBLE PROBLEM. THE REPAIRS WORK FOR A TIME AND THEN, WITHOUT WARNING, THE DEATH WOBBLE RETURNS. THE FACT THAT THIS CAN OCCUR WITHOUT WARNING, AT HIGH SPEEDS, BY DRIVING OVER A VERY SMALL BUMP IN THE ROAD, MAKES THIS AN EXTRAORDINARILY DANGEROUS PROBLEM. I DON'T THINK I CAN ADEQUATELY DESCRIBE THE EXTREME NATURE OF THE DEATH WOBBLE. THE FRONT-END OF THE TRUCK IS BOUNCING LEFT AND RIGHT, THE ENTIRE VEHICLE IS TWISTING AND ROLLING, THE STEERING WHEEL IS BARELY CONTROLLABLE, ANYTHING LOOSE IN THE PASSENGER COMPARTMENT GOES FLYING AND KEEPING THE VEHICLE IN ITS LANE IS NOT ALWAYS POSSIBLE. REDUCING SPEED AS QUICKLY AS POSSIBLE IS THE ONLY RECOURSE AND THIS POSES A DANGER PARTICULARLY WHEN ON A HEAVILY TRAFFICKED HIGHWAY. THIS PROBLEM HAS BEEN KNOWN ABOUT FOR A LONG TIME AND FORD WILL NOT TAKE ANY RESPONSIBILITY. EVEN AFTER SPENDING THOUSANDS OF DOLLARS ON COMPLETE FRONT-END REBUILDS, AND IMPECCABLE MAINTENANCE, THE PROBLEM WILL SUDDENLY REOCCUR. THE DESIGN OF THIS FRONT-END IS FAULTY AND VEHICLE OWNERS SHOULD NOT CONTINUE TO BE RESPONSIBLE FOR THE COSTS OF MAINTAINING THIS FAULTY DESIGN AND BEING EXPOSED TO GREAT RISK.
NHTSA ODI #11113591
Mileage unknown · Mar 9, 2017
SteeringSuspension
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT THE VEHICLE EXPERIENCED A RANDOM DEATH WOBBLE ASSOCIATED WITH THE STEERING AND SUSPENSION. A DEALER PERFORMED EXTENSIVE REPAIRS, BUT THE CONDITION CONTINUED. THE DEALER AND THE MANUFACTURER FAILED TO PROVIDE A REMEDY. THE VEHICLE WAS UNABLE TO BE SAFELY DRIVEN DU…
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TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT THE VEHICLE EXPERIENCED A RANDOM DEATH WOBBLE ASSOCIATED WITH THE STEERING AND SUSPENSION. A DEALER PERFORMED EXTENSIVE REPAIRS, BUT THE CONDITION CONTINUED. THE DEALER AND THE MANUFACTURER FAILED TO PROVIDE A REMEDY. THE VEHICLE WAS UNABLE TO BE SAFELY DRIVEN DUE TO A STRONG VIBRATION FROM THE STEERING, WHICH ALSO CAUSED THE SUSPENSION TO BE UNSTABLE. THE VEHICLE WAS PARKED AT THE CONTACT'S RESIDENCE. THE FAILURE MILEAGE WAS NOT AVAILABLE.
NHTSA ODI #10959732
40,000 miles · May 18, 2014
SteeringSuspension
I HAVE A 2008 F350 SINGLE REAR WHEEL!!!! DEATH WOBBLE WITH MY FRIENDS BOSTON WHALER GOING DOWN 495 TO THE CAPE!!!! HAD THE TRUCK FOR FOUR YEARS!!! REPLACED 2 STEERING SHOCKS,TIEROD ENDS!! TIRES!! 2 FRONT ALIGNMENTS!!! TRUCK IS A PIECE OF [XXX]!!!!!!!!!!!!!!!!!! I HAVE HAD A 1978 F150,1979 F250,1988 F150,1995 F150,1996 F250,1999…
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I HAVE A 2008 F350 SINGLE REAR WHEEL!!!! DEATH WOBBLE WITH MY FRIENDS BOSTON WHALER GOING DOWN 495 TO THE CAPE!!!! HAD THE TRUCK FOR FOUR YEARS!!! REPLACED 2 STEERING SHOCKS,TIEROD ENDS!! TIRES!! 2 FRONT ALIGNMENTS!!! TRUCK IS A PIECE OF [XXX]!!!!!!!!!!!!!!!!!! I HAVE HAD A 1978 F150,1979 F250,1988 F150,1995 F150,1996 F250,1999 F350 AND LOVED ALL OF THEM AND GOT THIS 2008 F350 AND NEVER HAD A WORSE CONTROLLING TRUCK IN MY LIFE AND I HAVE BEAN A MECHANIC FOR 30!!!! I REPEAT 30 YEARS AND WHAT A [XXX] BOX FRONT END WOW!!!! FORD PLEASE HAVE A RECALL BEFORE YOU KILL SOMEBODY IN THE TRUCK OR HITTING SOME ONE!!!!!!!!! INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR UPDATED 11/18/2014 *JS
NHTSA ODI #10592301
75,000 miles · Apr 18, 2014
SteeringSuspension
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 40 MPH, THE VEHICLE SUDDENLY LOST POWER STEERING ASSIST AND THE WHEEL FAILED TO TURN. THE VEHICLE WAS TOWED TO THE DEALER WHO REPLACED THE STEERING GEAR BOX. THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAG…
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TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 40 MPH, THE VEHICLE SUDDENLY LOST POWER STEERING ASSIST AND THE WHEEL FAILED TO TURN. THE VEHICLE WAS TOWED TO THE DEALER WHO REPLACED THE STEERING GEAR BOX. THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 75,000. UPDATED 06/02/2014 *JS
NHTSA ODI #10583536
20,000 miles · May 28, 2013
SteeringSuspension
REPEATED "DEATH WOBBLE". MANY TIMES, AT HIGHWAY SPEEDS WHEN I HIT A BUMP OR IMPERFECTION IN THE ROAD, THE TRUCK WILL VIOLENTLY SHAKE AND LOOSE STEERING CONTROL. SEEMS TO HAPPEN MORE OFTEN DURING CURVES IN THE ROAD. I HAVE SHOT SIDEWAYS ACROSS SEVERAL LANES OF TRAFFIC ON MORE THAN ONE OCCASION VERY NARROWLY AVOIDING A HIGH SPEED …
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REPEATED "DEATH WOBBLE". MANY TIMES, AT HIGHWAY SPEEDS WHEN I HIT A BUMP OR IMPERFECTION IN THE ROAD, THE TRUCK WILL VIOLENTLY SHAKE AND LOOSE STEERING CONTROL. SEEMS TO HAPPEN MORE OFTEN DURING CURVES IN THE ROAD. I HAVE SHOT SIDEWAYS ACROSS SEVERAL LANES OF TRAFFIC ON MORE THAN ONE OCCASION VERY NARROWLY AVOIDING A HIGH SPEED COLLISION. HAPPENS BOTH WHILE PULLING A LOAD OR NOT. DEALERSHIP IS UNWILLING TO HELP. VERY SERIOUS, LIFE THREATENING PROBLEM GOING ON AND I CANNOT BELIEVE FORD IS UNWILLING TO FIX THE PROBLEM. I GUESS THEY WILL WAIT UNTIL SOMEONE DIES FROM THIS BEFORE THEY WILL ACT. I DON'T THINK IT WILL BE LONG BEFORE SOMEONE IS KILLED FROM THIS LOSE OF STEERING CONTROL! *TR
NHTSA ODI #10513953
29,800 miles · Nov 29, 2012
Suspension
TL* THE CONTACT OWNS A 2008 FORD F-350 SUPER DUTY. THE CONTACT STATED THAT WHEN DRIVING 55-70 MPH OVER A ROAD BUMP, THE VEHICLE WOULD SHAKE UNCONTROLLABLY. THE CONTACT HAD TO APPLY PRESSURE TO THE BRAKE PEDAL IN ORDER TO CONTROL THE VEHICLE. THE FAILURE WAS EXPERIENCED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO THE DEALER WHO TEST…
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TL* THE CONTACT OWNS A 2008 FORD F-350 SUPER DUTY. THE CONTACT STATED THAT WHEN DRIVING 55-70 MPH OVER A ROAD BUMP, THE VEHICLE WOULD SHAKE UNCONTROLLABLY. THE CONTACT HAD TO APPLY PRESSURE TO THE BRAKE PEDAL IN ORDER TO CONTROL THE VEHICLE. THE FAILURE WAS EXPERIENCED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO THE DEALER WHO TEST DROVE THE VEHICLE, BUT WAS UNABLE TO DUPLICATE THE FAILURE. THE CONTACT TOOK THE VEHICLE TO A TIRE SPECIALIST WHO PERFORMED AN ALIGNMENT AND REPLACED THE TIRES AND SHOCKS HOWEVER, THE FAILURE WAS NOT CORRECTED. THE VEHICLE CONTINUED TO SHAKE UNCONTROLLABLY WHEN DRIVING OVER A ROAD BUMP. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 29,800 AND THE CURRENT MILEAGE WAS 30,000.
NHTSA ODI #10486420
9,378 miles · Sep 26, 2012
SteeringSuspensionWheels
START OF MULTIPLE OCCURRENCES OF DEATH WOBBLE WITH THIS TRUCK AND NUMEROUS TRIPS TO THE FORD DEALERSHIPS WITH NO FIX. TIRES REPLACED APPROXIMATELY 28,000 MILES AT MY EXPENSE: ( WAS TOLD THIS WOULD MOST LIKELY FIX THE WOBBLE). I WAS ADVISED THE FRONT END ALIGNMENT OUT (CASTER SETTING) AND COULD NOT BE FIXED BY FORD BECAUSE THE CA…
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START OF MULTIPLE OCCURRENCES OF DEATH WOBBLE WITH THIS TRUCK AND NUMEROUS TRIPS TO THE FORD DEALERSHIPS WITH NO FIX. TIRES REPLACED APPROXIMATELY 28,000 MILES AT MY EXPENSE: ( WAS TOLD THIS WOULD MOST LIKELY FIX THE WOBBLE). I WAS ADVISED THE FRONT END ALIGNMENT OUT (CASTER SETTING) AND COULD NOT BE FIXED BY FORD BECAUSE THE CASTER ADJUSTERS NECESSARY TO REPAIR - NOT AVAILABLE AT THE TIME. BUT FORD ADVISED ME THE ALIGNMENT WITHOUT THE CASTER ADJUSTERS WAS STILL WITHIN FORD SPECS AND WOULD BE FINE. LAST VISIT TO THE DEALERSHIP FOR THE DEATH WOBBLE AROUND 09-19-2012, VEHICLE @ 34,090. ADVISED THE MECHANIC ATTEMPTED TO ALIGN VEHICLE WITH CASTER ADJUSTER SLEEVES; WAS UNABLE TO FIX, WRONG SLEEVES. WOULD HAVE BEEN CHARGED FOR THE REPAIR APPROX. 400.00. I WAS TOLD THAT IF I HAD THE FRONT ALIGNED CORRECTLY IT WOULD TAKE CARE OF DEATH WOBBLE. 95% SURE IT WOULD FIX. I FINALLY WENT TO LOCAL MECHANIC SHOPS. FIXED WOBBLE WITH 2 STEERING STABILIZERS @ 324.74 CHARGE. ALIGNMENT WITH CASTER SLEEVES @ 414.22 CHARGE. I AM PLANNING TO ASK FORD FOR REIMBURSEMENT BUT I DOUBT THEY WILL COMPLY. *TR
NHTSA ODI #10477222
58,300 miles · Apr 16, 2012
SteeringSuspension
WHILE DRIVING ON THE HIGHWAY AT 55 MPH, MY TRUCK HIT A BUMP IN THE PAVEMENT AND I EXPERIENCED A VIOLENT SHAKE IN THE STEERING WHEEL AND FRONT WHEELS. AS A RESULT, I SWERVED INTO THE OTHER LANE AND ALMOST HIT ANOTHER VEHICLE. WHILE I WAS ABLE TO REGAIN CONTROL AFTER ABOUT 5 SECONDS, IF THE TRAFFIC WOULD HAVE BEEN HEAVIER (THIS …
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WHILE DRIVING ON THE HIGHWAY AT 55 MPH, MY TRUCK HIT A BUMP IN THE PAVEMENT AND I EXPERIENCED A VIOLENT SHAKE IN THE STEERING WHEEL AND FRONT WHEELS. AS A RESULT, I SWERVED INTO THE OTHER LANE AND ALMOST HIT ANOTHER VEHICLE. WHILE I WAS ABLE TO REGAIN CONTROL AFTER ABOUT 5 SECONDS, IF THE TRAFFIC WOULD HAVE BEEN HEAVIER (THIS OCCURRED NEAR THE PENTAGON, JUST OFF OF 395 N) I COULD HAVE CAUSED A SERIOUS ACCIDENT. *JS
NHTSA ODI #10455444
88,900 miles · Mar 23, 2011
Suspension
EXPERIENCED VIOLENT SHUDDER / WOBBLE AFTER HITTING BUMP AT 65 MPH WHILE TOWING 7,000 LBS. CAMPER. EXPERIENCED SAME WOBBLE AT 40 MPH AFTER HITTING POT HOLE 7 DAYS LATER. AFTER REVIEWING ONLINE FOOTAGE, I APPEAR TO HAVE EXPERIENCED THE EVENT COMMONLY REFERRED TO AS 'DEATH WOBBLE'. PROBLEM GOES AWAY AFTER COMING TO A COMPLETE STO…
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EXPERIENCED VIOLENT SHUDDER / WOBBLE AFTER HITTING BUMP AT 65 MPH WHILE TOWING 7,000 LBS. CAMPER. EXPERIENCED SAME WOBBLE AT 40 MPH AFTER HITTING POT HOLE 7 DAYS LATER. AFTER REVIEWING ONLINE FOOTAGE, I APPEAR TO HAVE EXPERIENCED THE EVENT COMMONLY REFERRED TO AS 'DEATH WOBBLE'. PROBLEM GOES AWAY AFTER COMING TO A COMPLETE STOP. *TR
NHTSA ODI #10392712
40,000 miles · Aug 30, 2010
SteeringSuspension
2008 F350 SUPER DUTY ----VIOLENT STEERING WHEEL WOBBLE THIS HAS HAPPENED TO MET 10 TIMES. WHEN I'M ON THE HIGHWAY GOING ANY SPEED BETWEEN 50 TO70 MPH AND I HIT A SMALL BUMP OR IMPERFECTION IN THE ROAD AND THE TRUCK GOES INTO A VIOLENT WOBBLE AND IS UNCONTROLLABLE THE WHOLE TRUCK SHAKES. I HAVE TO SLAM ON THE BREAKS AND DROP TH…
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2008 F350 SUPER DUTY ----VIOLENT STEERING WHEEL WOBBLE THIS HAS HAPPENED TO MET 10 TIMES. WHEN I'M ON THE HIGHWAY GOING ANY SPEED BETWEEN 50 TO70 MPH AND I HIT A SMALL BUMP OR IMPERFECTION IN THE ROAD AND THE TRUCK GOES INTO A VIOLENT WOBBLE AND IS UNCONTROLLABLE THE WHOLE TRUCK SHAKES. I HAVE TO SLAM ON THE BREAKS AND DROP THE SPEED FAST TO AROUND 35MPH TO GAIN CONTROL OF THE TRUCK . IT IS A VERY SCARY THING TO DEAL WITH . I GOT RID OF MY 2005 F350 BECAUSE OF THE SAME PROBLEM. *TR
NHTSA ODI #10352808
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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