NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
101 reports9,378 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
41,200 miles · Sep 10, 2012
Fuel System, Diesel
TL* THE CONTACT OWNS A 2008 FORD F350. THE CONTACT STATED THAT WHILE DRIVING 55 MPH, THE VEHICLE STALLED AND THE CHECK ENGINE LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS TAKEN TO THE DEALER WHO DIAGNOSE THAT THE WIRE HARNESS WAS DAMAGED AND CAUSED THE FUEL PUMP TO SHORT OUT. AS A RESULT, THE WIRE HARNESS AND THE F…
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TL* THE CONTACT OWNS A 2008 FORD F350. THE CONTACT STATED THAT WHILE DRIVING 55 MPH, THE VEHICLE STALLED AND THE CHECK ENGINE LIGHT ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS TAKEN TO THE DEALER WHO DIAGNOSE THAT THE WIRE HARNESS WAS DAMAGED AND CAUSED THE FUEL PUMP TO SHORT OUT. AS A RESULT, THE WIRE HARNESS AND THE FUEL PUMP NEEDED TO BE REPAIRED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE WHO DID NOT OFFER ANY ASSISTANCE SINCE THE VEHICLE NO LONGER UNDER WARRANTY. THE FAILURE MILEAGE WAS 41,200. UPDATED 11/13/12 *CN
NHTSA ODI #10474552
72,564 miles · Aug 10, 2012
Tires
THIS IS A FAILURE OF TIRE FOR A FLEET TRUCK,THE TIRE TREAD CAME OFF AND TORE UP THE FENDER AND DOOR ON THE RIGHT FRONT. THE TIRE WAS STILL INFLATED. *TR
NHTSA ODI #10470164
64,600 miles · Jun 18, 2012
Steering
THERE WAS AN INTERNAL FAILURE OF THE STEERING GEAR BOX. THE SHAFT PIN SHREDDED OFF ALLOWING THE STEERING WHEEL TO SPIN FREELY WITH NO MOVEMENT TO THE WHEELS. *TR
NHTSA ODI #10462146
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
44,000 miles · Apr 16, 2012
Wheels
TL* THE CONTACT OWNS A 2008 FORD F-350 DIESEL. WHILE TRAVELING 70 MPH, THE CONTACT NOTICED THAT THE VEHICLE HAD BEGAN TO SLIGHTLY VIBRATE. AFTER INSPECTING THE VEHICLE, THE CONTACT NOTICED THAT ON THE FRONT DRIVER SIDE TIRE RIM, THERE WAS SIX INCHES OF THE TIRE RIM BEAD THAT WAS FRACTURED FROM THE RIM OF THE TIRE. THE VEHICLE WA…
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TL* THE CONTACT OWNS A 2008 FORD F-350 DIESEL. WHILE TRAVELING 70 MPH, THE CONTACT NOTICED THAT THE VEHICLE HAD BEGAN TO SLIGHTLY VIBRATE. AFTER INSPECTING THE VEHICLE, THE CONTACT NOTICED THAT ON THE FRONT DRIVER SIDE TIRE RIM, THERE WAS SIX INCHES OF THE TIRE RIM BEAD THAT WAS FRACTURED FROM THE RIM OF THE TIRE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE CONTACT WAS INFORMED THAT THE WHEEL NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE CURRENT AND FAILURE MILEAGES WERE 44,000. ..UPDATED 04/26/12 *BF
NHTSA ODI #10455366
83,556 miles · Jan 12, 2012
Service Brakes, Hydraulic
PUSHED PARKING BRAKE WENT TO FLOOR , R&I REAR PARKING BRAKE BACKING PLATE RUSTED OUT ON BOTH SIDES OF TRUCK 2008 F350 4X4 LARIAT. *TR
NHTSA ODI #10443534
Mileage unknown · Nov 17, 2011
Engine And Engine CoolingFire
2008 FORD F350 SD. CONSUMER STATES VEHICLE BEGAN SPEWING SMOKE AND CAUGHT FIRE WHILE DRIVING *TGW THE CONSUMER ALSO STATED THE CHECK ENGINE LIGHT ILLUMINATE AND APPARENTLY A SENSOR FAILED TO OPERATE. HOWEVER, THE SERVICE CENTER INSISTED THE PROBLEM WAS NOT DUE TO A SENSOR. *JB
NHTSA ODI #10435912
11,887 miles · Jun 23, 2011
Tires
RT READ TIRE INNER BELT BROKE CAUSE DANGEROUS SHIMMY IN THE READ END OF MY PICK UP. RT FRONT TIRE IS SHOWING SIGNS OF SPLITTING FROM THE SIDEWALL AS WELL AS THE LF READ TIRE. TIRES HAVE 12, 038 MILES ON THEM. CONTINENTAL REFUSES TO REPLACE THEM BECAUSE THE DOT #'S DO NOT MATCH "THEIR" RECALL EVEN THOUGH THE TIRES ARE EXHIBITI…
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RT READ TIRE INNER BELT BROKE CAUSE DANGEROUS SHIMMY IN THE READ END OF MY PICK UP. RT FRONT TIRE IS SHOWING SIGNS OF SPLITTING FROM THE SIDEWALL AS WELL AS THE LF READ TIRE. TIRES HAVE 12, 038 MILES ON THEM. CONTINENTAL REFUSES TO REPLACE THEM BECAUSE THE DOT #'S DO NOT MATCH "THEIR" RECALL EVEN THOUGH THE TIRES ARE EXHIBITING THE SAME MALFUNCTIONS. MY TRUCK HAS BEEN INOPERABLE FOR ALMOST 3 WEEKS NOW AND I NEED THOSE TIRES REPLACED! THESE DOT NUMBERS NEED TO BE ADDED TO THE RECALL: P515 1VUB 4707 P515 1VUB 4607 P515 1V3B 0807 *TR
NHTSA ODI #10408659
23,000 miles · Jun 23, 2011
Electrical SystemEngine And Engine CoolingFuel System, Diesel
WHILE DRIVING MY 2008 F350 SUPERDUTY DIESEL POWERED TRUCK AT 45MPH FOR APPROX 4 MILES, RECEIVED MESSAGE "EXHAUST DRIVE COMPLETE" IMMEDIATELY FOLLOWED BY "STOP SAFELY NOW" AND COMPLETE POWERDOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT DESPITE MY FLOORING THE THROTTLE, THE CAR BEHIND ME ALMOST COLLIDED. THE TRUCK LOST SO M…
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WHILE DRIVING MY 2008 F350 SUPERDUTY DIESEL POWERED TRUCK AT 45MPH FOR APPROX 4 MILES, RECEIVED MESSAGE "EXHAUST DRIVE COMPLETE" IMMEDIATELY FOLLOWED BY "STOP SAFELY NOW" AND COMPLETE POWERDOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT DESPITE MY FLOORING THE THROTTLE, THE CAR BEHIND ME ALMOST COLLIDED. THE TRUCK LOST SO MUCH POWER THAT I COULD NOT SAFELY PULL OFF ROAD AND WAS IN A RURAL AREA BETWEEN TWO BLIND CURVES. THE WHOLE INCIDENT HAPPENED IN LESS THAN 30 SECONDS AND LEFT TRUCK COMPLETELY VULNERABLE TO WHATEVER TRAFFIC CONDITIONS WERE AT THE TIME OF INCIDENT. AFTER GETTING OVER TO SIDE OF ROAD, TRUCK STALLED ON SLIGHT RISE AND DID NOT HAVE THE POWER TO MOVE, HOWEVER WHEN I SHUT TRUCK DOWN, MY 5FT8IN 200LB BODY WAS ABLE TO PUSH THE 8000 LB VEHICLE OVER THE HUMP. ENGINE WOULD NOT CRANK OVER AFTER INCIDENT AND WAS NOT ALLOWED TO RESTART UNTIL AFTER THE UNIT EITHER COOLED DOWN OR TIMED OUT (DIDN'T TRY FOR 30-45 MIN LATER). BY TIME TOW TRUCK ARRIVED, UNIT WOULD RUN BUT LESS THAN FULL POWER AND CHECK ENGINE LIGHT WAS ON. TRUCK WAS IN SHOP SERVICED FOR FAULTY EGR VALVE AND HAD LATEST FORD RECALL FOR REPROGRAMMING COMPLETED LESS THAN 100 MILES PRIOR TO INCIDENT. *TR
NHTSA ODI #10408617
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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