NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
101 reports39,500 miles · Dec 5, 2013
Engine
WHILE IN TOW/HAUL MODE TOWING 40' 5TH WHEEL, ENGINE OVERHEATED QUICKLY WHICH RESULTED IN LOSS OF POWER. NO LEAKS SEEN AND COOLANT WAS SPRAYING OUT OF OVERFLOW CAP ONLY. NO LIGHTS CAME ON IN DASH. SEEMS FAN IS NOT KICKING ON WHEN NEEDED? WHEN FAN DOES KICK ON, ENGINE COOLS IMMEDIATELY. THIS IS ONLY AT LOW SPEEDS UNDER HEAVY TOWIN…
Read full complaint
WHILE IN TOW/HAUL MODE TOWING 40' 5TH WHEEL, ENGINE OVERHEATED QUICKLY WHICH RESULTED IN LOSS OF POWER. NO LEAKS SEEN AND COOLANT WAS SPRAYING OUT OF OVERFLOW CAP ONLY. NO LIGHTS CAME ON IN DASH. SEEMS FAN IS NOT KICKING ON WHEN NEEDED? WHEN FAN DOES KICK ON, ENGINE COOLS IMMEDIATELY. THIS IS ONLY AT LOW SPEEDS UNDER HEAVY TOWING. TRUCK RUNS GREAT OTHERWISE WITH NO OVERHEATING PROBLEMS. THIS HAS HAPPENED TWICE WITH THIS TRUCK AND I'M SURE IT IS CAUSING DAMAGE. WARRANTY JUST RAN OUT OF COURSE. THERE IS A COOLANT LOSS AS WELL, BUT UNKNOWN WHERE IT IS GOING. NO MILKY OIL, NOTHING ON THE GROUND, AND NO WET EXHAUST PIPE. *TR
NHTSA ODI #10554999
26,000 miles · Aug 12, 2013
Electrical System
THIS TRUCK HAS HAD 3 SMART JUNTION BOXES REPLACED IN THE LAST 3 YEARS IT EFFECTS THE FRONT TURN SIGNALS AND FLASHERS. IT IS A SAFETY PROBLEM SINCE WE ARE A DPW AND THE TRUCK SITS WITH ITS FLASHERS ON FOR OUR WORKERS. *TR
NHTSA ODI #10534840
92,354 miles · Jul 26, 2013
Steering
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE TRAVELING AT VARIOUS SPEEDS, THE VEHICLE ERRONEOUSLY VEERED TO THE RIGHT. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS CONTACTED ABOUT THE FAILURE. THE FAILURE MILEAGE WAS 92,354.
NHTSA ODI #10532004
52,000 miles · Jul 3, 2013
Power TrainSteering
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, THE POWER STEERING ASSIST FAILED AS THE STEERING WHEEL SEIZED. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTIC TESTING, WHO STATED THAT THE GEARBOX HAD FAILED. THE VEHICLE HAD BEEN REPAIRED ONCE IN THE PAST FOR THE SAME FAILURE. THE FAILU…
Read full complaint
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, THE POWER STEERING ASSIST FAILED AS THE STEERING WHEEL SEIZED. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTIC TESTING, WHO STATED THAT THE GEARBOX HAD FAILED. THE VEHICLE HAD BEEN REPAIRED ONCE IN THE PAST FOR THE SAME FAILURE. THE FAILURE WAS REPORTED TO THE MANUFACTURER. THE FAILURE MILEAGE WAS 52,000. THE CURRENT MILEAGE WAS 70,576.
NHTSA ODI #10523110
Mileage unknown · Jun 19, 2013
Engine And Engine CoolingFuel System, Diesel
2008 FORD F350 SUPER DUTY. ATTORNEY REPRESENTING CONSUMER WRITES IN REGARDS TO ENGINE PROBLEMS, EGR VALVES AND HIGH PRESSURE FUEL PUMPS FAILURE THAT MANUFACTURER HAS FAILED AND REFUSED TO REPAIR. *SMD
NHTSA ODI #10520309
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 …
Read full complaint
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
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…
Read full complaint
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…
Read full complaint
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
140,000 miles · Dec 3, 2012
Fuel System, Gasoline
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE ATTEMPTING TO ASCEND AN INCLINE, THE VEHICLE LOST POWER, MAKING IT EXTREMELY DIFFICULT TO ACCELERATE UPHILL. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DETERMINED THAT THE FUEL PRESSURE REGULATOR HAD FAILED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTU…
Read full complaint
TL* THE CONTACT OWNS A 2008 FORD F-350 SD. THE CONTACT STATED THAT WHILE ATTEMPTING TO ASCEND AN INCLINE, THE VEHICLE LOST POWER, MAKING IT EXTREMELY DIFFICULT TO ACCELERATE UPHILL. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DETERMINED THAT THE FUEL PRESSURE REGULATOR HAD FAILED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS CONTACTED ABOUT THE ISSUE. THE FAILURE MILEAGE WAS 140,000 AND THE CURRENT MILEAGE WAS 150,000.
NHTSA ODI #10487245
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…
Read full complaint
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
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
Illustration