SUDDEN VEHICLE ACCELERATION DURING SLOWING/BRAKING. REGISTERED OVER 4000 RPM AT APPROXIMATELY 10 MPH WITH BRAKES FULLY DEPRESSED AND WAS EXTREMELY DIFFICULT TO STOP WHICH ALMOST LED TO A REAR END COLLISION. AFTER COMING TO A COMPLETE STOP, VEHICLE WAS PUT INTO PARK AND ENGINE SLOWLY DECREASED FROM RACING AND WENT TO NORMAL RPM O…
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SUDDEN VEHICLE ACCELERATION DURING SLOWING/BRAKING. REGISTERED OVER 4000 RPM AT APPROXIMATELY 10 MPH WITH BRAKES FULLY DEPRESSED AND WAS EXTREMELY DIFFICULT TO STOP WHICH ALMOST LED TO A REAR END COLLISION. AFTER COMING TO A COMPLETE STOP, VEHICLE WAS PUT INTO PARK AND ENGINE SLOWLY DECREASED FROM RACING AND WENT TO NORMAL RPM OPERATING RANGE AT IDLE WITHIN SECONDS. *TR
NHTSA ODI #10702677
134,336 miles · Apr 1, 2013
Vehicle Speed ControlCrash
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT AFTER SHIFTING INTO GEAR, THE VEHICLE ACCELERATED TO APPROXIMATELY 30 MPH. THE CONTACT WAS UNABLE TO CONTROL THE MALFUNCTION AND CRASHED INTO SEVERAL TREES. THE CONTACT DID NOT SUSTAIN ANY INJURIES. THE POLICE WERE CONTACTED A REPORT WAS FILED. THE VEHICLE WAS LA…
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TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT AFTER SHIFTING INTO GEAR, THE VEHICLE ACCELERATED TO APPROXIMATELY 30 MPH. THE CONTACT WAS UNABLE TO CONTROL THE MALFUNCTION AND CRASHED INTO SEVERAL TREES. THE CONTACT DID NOT SUSTAIN ANY INJURIES. THE POLICE WERE CONTACTED A REPORT WAS FILED. THE VEHICLE WAS LATER TOWED TO AN INDEPENDENT MECHANIC WHERE IT WAS DEEMED AS DESTROYED. THE MANUFACTURER WAS CONTACTED AND THEY OFFERED NO ASSISTANCE. THE FAILURE AND CURRENT MILEAGES WERE APPROXIMATELY 134,336. *TR
NHTSA ODI #10505239
12,000 miles · Jan 18, 2013
EnginePower TrainVehicle Speed Control
ON MULTIPLE OCCASIONS, WHEN VEHICLE IS STOPPED, WITH BRAKE DEPRESSED, THE ENGINE REVS UP AND VEHICLE WANTS TO ACCELERATE FORWARD AT A HIGH RATE OF SPEED. THE ONLY WAY TO STOP THE ACCELERATION IS TO GET THE VEHICLE TRANSITIONED IN TO PARK AND CUT THE ENGINE. THE VEHICLE HAS BEEN TO THREE DEALERS, WHOM ARE UNABLE TO DIAGNOSE AND…
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ON MULTIPLE OCCASIONS, WHEN VEHICLE IS STOPPED, WITH BRAKE DEPRESSED, THE ENGINE REVS UP AND VEHICLE WANTS TO ACCELERATE FORWARD AT A HIGH RATE OF SPEED. THE ONLY WAY TO STOP THE ACCELERATION IS TO GET THE VEHICLE TRANSITIONED IN TO PARK AND CUT THE ENGINE. THE VEHICLE HAS BEEN TO THREE DEALERS, WHOM ARE UNABLE TO DIAGNOSE AND CORRECT THE PROBLEM. FORD HAS NOT BEEN RESPONSIVE. VEHICLE IS UNSAFE TO DRIVE. *TR
NHTSA ODI #10493421
Mileage unknown · Jun 4, 2010
SteeringVehicle Speed ControlCrashInjury
LETTER FROM SENATOR BROWN ON BEHALF OF CONSTITUENT RE HIS FORD TRUCK GAS PEDAL ACCELERATING, CAUSING HIM TO CRASH (DOT/I#2010-1130) *TGW THE CONSUMER STATED WHILE DRIVING ON A RURAL ROAD, THE STEERING LOCKED UP AND THE GAS PEDAL BECAME STUCK WHICH CAUSED THE VEHICLE TO ACCELERATE OUT OF CONTROL AND CRASH INTO AN EMBANKMENT. THE…
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LETTER FROM SENATOR BROWN ON BEHALF OF CONSTITUENT RE HIS FORD TRUCK GAS PEDAL ACCELERATING, CAUSING HIM TO CRASH (DOT/I#2010-1130) *TGW THE CONSUMER STATED WHILE DRIVING ON A RURAL ROAD, THE STEERING LOCKED UP AND THE GAS PEDAL BECAME STUCK WHICH CAUSED THE VEHICLE TO ACCELERATE OUT OF CONTROL AND CRASH INTO AN EMBANKMENT. THE CONSUMER WAS KNOCKED UNCONSCIOUS AND WHEN HE CAME TO THE ACCELERATOR PEDAL WAS PRESSED TO THE FLOOR. HE WAS ABLE TO RELEASE THE ACCELERATOR PEDAL SO HE PROCEEDED TO MOVE THE VEHICLE TO THE SIDE OF THE ROAD. AS HE DID THAT, THE STEERING LOCKED UP A SECOND TIME, SO HE TURNED OFF THE ENGINE AND WAITED FOR THE POLICE TO ARRIVE. THE CONSUMER SUFFERED A MILD CONCUSSION. THE CONSUMER STATED FORD NOR HIS INSURANCE COMPANY WERE WILLING TO PAY FOR THE REPAIRS FOR THE DEFECTIVE STEERING BOX. *JB
NHTSA ODI #10334890
5,000 miles · Apr 13, 2010
Electrical SystemVehicle Speed Control
I PURCHASED A 2008 FORD 350 SUPER DUTY KING RANCH WITH A 6.4L DIESEL AND STARTED HAVING THROTTLE PROBLEMS @ ABOUT 5,000 MILES. I HAD REPEATED PROBLEMS WITH THROTTLE RESPONSE. I WAS DRIVING DOWN THE HWY @ 70MPH AND THE TRUCK JUST WENT INTO IDLE MODE AND WOULD NOT RESPOND TO THE THROTTLE PEDAL. I WAS VERY LUCKY TO BE ABLE TO WE…
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I PURCHASED A 2008 FORD 350 SUPER DUTY KING RANCH WITH A 6.4L DIESEL AND STARTED HAVING THROTTLE PROBLEMS @ ABOUT 5,000 MILES. I HAD REPEATED PROBLEMS WITH THROTTLE RESPONSE. I WAS DRIVING DOWN THE HWY @ 70MPH AND THE TRUCK JUST WENT INTO IDLE MODE AND WOULD NOT RESPOND TO THE THROTTLE PEDAL. I WAS VERY LUCKY TO BE ABLE TO WEAVE THRU TRAFFIC AND PULL OVER TO THE SIDE OF THE ROAD. I SHUT THE TRUCK OFF AND SAT THERE FOR A FEW MINUTES THEN RESTARTED THE TRUCK AND DROVE OFF. ON NUMEROUS OCCASIONS I WOULD START THE TRUCK AND IT WOULD DRIVE A SHORT WAYS AND THEN KICK INTO IDLE MODE AND THE ENGINE WOULD NOT RESPOND TO THE PEDAL. I HAD THE TRUCK TOWED INTO THE FORD DEALER AND THEY SAID THEY COULD NOT DUPLICATE THE PROBLEM. THEY REPLACED THE THROTTLE PEDAL SENSOR AND GAVE IT BACK TO ME. I FILED A COMPLAINT WITH CUSTOMER SERVICE ON 6/18/2009 CASE # [XXX] AS THE PROBLEM CONTINUED TO HAPPEN. I HAD THE TRUCK TOWED IN AGAIN AND THE FORD DEALER REPLACED THE MAP SENSOR. THE PROBLEM CONTINUED TO HAPPEN AND I HAD THE TRUCK TOWED INTO THE FORD DEALER AGAIN AND LEFT IT WITH THEM. THEY CALLED ME BACK AND SAID THE TRUCK WAS READY TO PKUP. I WAS UNDER THE IMPRESSION THAT THEY HAD CHANGED A PART OR CORRECTED THE PROBLEM. I INFORMED THEM THAT I WAS GOING ON A HUNTING TRIP TO UT IN LATE DECEMBER AND WANTED TO ENSURE MY TRUCK WAS IN FACT REPAIRED. I DROVE TO ELKO NV AND SPENT THE NIGHT. THE NEXT DAY (SUNDAY) I STARTED THE TRUCK AND IT KICKED INTO IDLE MODE AND WOULD NOT RESPOND TO THE THROTTLE. I HAD IT TOWED TO THE FORD DEALER AGAIN. THE NEXT DAY THEY REFLASED THE COMPUTER IN THE TRUCK AND SAID THEY HOPED IT WOULD GET ME HOME. WHEN I RETURNED HOME I TOOK THE TRUCK INTO THE LOCAL FORD DEALER AGAIN. THEY SAID THEY COULD NOT DUPLICATE THE PROBLEM. THEY DID CHANGE OUT THE PCM AND GAVE ME BACK THE TRUCK BUT WOULD NOT CONFIRM THEY FIXED THE PROBLEM. I WAS IN CONTACT WITH FORD CUST SERVICE AND REQUESTED A BUY BACK. THEY REFUSED. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
NHTSA ODI #10325384
800 miles · Jun 12, 2009
Service Brakes, HydraulicVehicle Speed Control
TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT NOTICED AN INTERMITTENT ISSUE WITH THE BRAKES. WHEN THE BRAKE PEDAL WAS DEPRESSED, THE ENGINE WOULD REV AND THE VEHICLE WOULD ACCELERATE. HER SPOUSE SHOVED THE GEAR INTO PARK TO STOP THE VEHICLE. ON THE SECOND OCCASION, HE KEPT HIS FOOT ON THE BRAKE PEDAL UNTIL THE…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT NOTICED AN INTERMITTENT ISSUE WITH THE BRAKES. WHEN THE BRAKE PEDAL WAS DEPRESSED, THE ENGINE WOULD REV AND THE VEHICLE WOULD ACCELERATE. HER SPOUSE SHOVED THE GEAR INTO PARK TO STOP THE VEHICLE. ON THE SECOND OCCASION, HE KEPT HIS FOOT ON THE BRAKE PEDAL UNTIL THE VEHICLE FINALLY STOPPED. THE DEALER BELIEVED THAT THE SPEED SENSORS CAUSED THE FAILURE. THE VEHICLE IS CURRENTLY BEING REPAIRED AND THE MANUFACTURER HAS NOT BEEN NOTIFIED. THE CURRENT MILEAGE WAS APPROXIMATELY 2,100 AND FAILURE MILEAGE WAS APPROXIMATELY 800. UPDATED 06/24/09. *LJ UPDATED 06/30/09.*JB
NHTSA ODI #10273596
24,000 miles · Apr 1, 2009
Vehicle Speed Control
TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT STATED THAT THE VEHICLE WOULD SURGE INTERMITTENTLY. WHEN HE WOULD DEPRESS THE BRAKE PEDAL IN AN ATTEMPT TO STOP THE VEHICLE, THE RPM'S WOULD REV UP TREMENDOUSLY AND THE VEHICLE WOULD SURGE LIKE A ROCKET. HE WOULD HAVE TO KEEP THE BRAKE PEDAL DEPRESSED WHILE THE VEHI…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SUPERDUTY. THE CONTACT STATED THAT THE VEHICLE WOULD SURGE INTERMITTENTLY. WHEN HE WOULD DEPRESS THE BRAKE PEDAL IN AN ATTEMPT TO STOP THE VEHICLE, THE RPM'S WOULD REV UP TREMENDOUSLY AND THE VEHICLE WOULD SURGE LIKE A ROCKET. HE WOULD HAVE TO KEEP THE BRAKE PEDAL DEPRESSED WHILE THE VEHICLE CONTINUED TO "CRAWL" AND HE WAS ABLE TO TURN OFF THE IGNITION. THE CONTACT STATED THAT THE FAILURE ONLY SEEMED TO OCCUR WHEN COMING TO A STOP. HE NOTIFIED THE DEALER OF THE ISSUE AND HAD THE VEHICLE INSPECTED; HOWEVER, THEY FOUND NO FAILURES AND STATED THAT THERE WERE NO RECALLS AVAILABLE. A COMPLAINT WAS FILED WITH THE MANUFACTURER. THE CURRENT MILEAGE WAS APPROXIMATELY 25,500 AND FAILURE MILEAGE WAS APPROXIMATELY 24,000.
NHTSA ODI #10263859
4,400 miles · Aug 21, 2007
Fuel System, OtherPower TrainVehicle Speed Control
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING 60 MPH, THE VEHICLE DECELERATED TO APPROXIMATELY 30 MPH. THE CONTACT STATED THAT WHEN THE CRUISE CONTROL IS ENGAGED, THE VEHICLE DOWNSHIFTS AND BECOMES STUCK IN FOUR WHEEL DRIVE. THE DEALER STATED THAT THE VEHICLE COULD NOT BE REPAIRED UNTIL THE FOURTH QUARTER OF 2007 AN…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING 60 MPH, THE VEHICLE DECELERATED TO APPROXIMATELY 30 MPH. THE CONTACT STATED THAT WHEN THE CRUISE CONTROL IS ENGAGED, THE VEHICLE DOWNSHIFTS AND BECOMES STUCK IN FOUR WHEEL DRIVE. THE DEALER STATED THAT THE VEHICLE COULD NOT BE REPAIRED UNTIL THE FOURTH QUARTER OF 2007 AND THEY HAVE TO WAIT ON THE PCM CALIBRATION. CURRENTLY, THE DEALER IS UNSURE OF WHAT CAUSED THE FAILURE. THE CURRENT MILEAGE WAS 4,683 AND FAILURE MILEAGE WAS 4,400. THE DEALER STATED RELEASED AIR POCKET IN FUEL LINE REGENERATION PROCESS, HARD TO GET OUT OF FOUR WHEEL DRIVE, AND WAITING ON NEW PCM CALIBRATION. UPDATED 09/10/07 *TR
NHTSA ODI #10200261
Official recalls
0
No recalls in this snapshot.
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
1
PE13014 · 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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