NHTSA owner reports · September 18, 2026 snapshot.
Engine And Engine Cooling complaints
31 reportsClear category filter53,000 miles · Aug 10, 2017
Engine And Engine Cooling
TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE EXHAUST MANIFOLD DETACHED FROM THE HEAD OF THE ENGINE AND CAUSED EXHAUST FUMES TO ENTER THE VEHICLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO CONFIRMED THE FAILURE. THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS CONTACTED AND ADVISED THE CONTACT …
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TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT STATED THAT THE EXHAUST MANIFOLD DETACHED FROM THE HEAD OF THE ENGINE AND CAUSED EXHAUST FUMES TO ENTER THE VEHICLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO CONFIRMED THE FAILURE. THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS CONTACTED AND ADVISED THE CONTACT TO TAKE THE VEHICLE TO A FORD DEALER. THE VIN WAS INVALID. THE FAILURE MILEAGE WAS APPROXIMATELY 53,000. ...UPDATED 10/19/17 *BF CONSUMER STATED MY INDEPENDENT MECHANIC CONFIRMED THE DRIVERS SINE EXHAUST MANIFORD HAD SEPARATED FROM THE HEAD BECAUSE ALL OF THE STUDS & KNOTS WERE RUSTED OFF. UPDATED 10/3/18*JB
NHTSA ODI #11014204
67,532 miles · Aug 24, 2013
EngineEngine And Engine Cooling
CUSTOMER SATISFACTION PROGRAM 08B06 WAS ISSUED BY FORD IN DECEMBER 2008. THIS NOTICE EXPIRED IN JUNE 30, 2009. I RECENTLY PURCHASED THE VEHICLE WITHIN THE LAST YEAR. THE SAME ISSUE HAS DEVELOPED THAT WAS IDENTIFIED IN THE ABOVE BULLETIN. THE PREVIOUS OWNER DID NOT GET THE SERVICE PERFORMED AND NOW FORD WILL NOT HONOR THE BUL…
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CUSTOMER SATISFACTION PROGRAM 08B06 WAS ISSUED BY FORD IN DECEMBER 2008. THIS NOTICE EXPIRED IN JUNE 30, 2009. I RECENTLY PURCHASED THE VEHICLE WITHIN THE LAST YEAR. THE SAME ISSUE HAS DEVELOPED THAT WAS IDENTIFIED IN THE ABOVE BULLETIN. THE PREVIOUS OWNER DID NOT GET THE SERVICE PERFORMED AND NOW FORD WILL NOT HONOR THE BULLETIN. THIS ISSUE SHOULD BE A RECALL ISSUE OR THE FORD CUSTOMER SATISFACTION BULLETIN SHOULD BE REOPENED OR RECREATED. THIS IS WITH REGARDS TO ENGINE COOLANT LEAK AND A KNOWN DEFICIENCY WITHIN THE COOLING SYSTEM. *TR
NHTSA ODI #10537039
67,532 miles · Aug 24, 2013
EngineEngine And Engine Cooling
FAILURE OF FLEXIBLE JOINT IN THE EXHAUST UP-PIPE CREATES A FATAL SAFETY HAZARD FOR ALL OCCUPANTS OF THE VEHICLE. EXHAUST GASES LEAK FROM THE FAILED JOINT AND ENTER THE CAB OF THE TRUCK THROUGH THE HEATER VENTS. THIS CAN CAUSE THE OCCUPANTS TO BE OVERCOME BY EXHAUST GASES WHILE DRIVING, LEADING TO A FATALITY. THERE HAVE BEEN S…
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FAILURE OF FLEXIBLE JOINT IN THE EXHAUST UP-PIPE CREATES A FATAL SAFETY HAZARD FOR ALL OCCUPANTS OF THE VEHICLE. EXHAUST GASES LEAK FROM THE FAILED JOINT AND ENTER THE CAB OF THE TRUCK THROUGH THE HEATER VENTS. THIS CAN CAUSE THE OCCUPANTS TO BE OVERCOME BY EXHAUST GASES WHILE DRIVING, LEADING TO A FATALITY. THERE HAVE BEEN SEVERAL COMPLAINTS IDENTIFIED IN FORD BLOGS WITH REGARDS TO THIS AND NOTHING HAS BEEN DONE TO CORRECT THIS. *TR
NHTSA ODI #10537037
39,080 miles · Oct 13, 2012
Engine And Engine CoolingSuspension
UPON INSPECTION OF THIS VEHICLE,OUR MECHANIC FOUND THE AUTOMATIC DIPSTICK TUBE RUSTED IN HALF ON THE RIGHT SIDE OF THE ENGINE. AT THE BRACKET THAT BOLTS TO THE EXHAUST MANIFOLD. WE BELIEVE THIS TO BE A POTENTIAL FIRE /SAFETY HAZARD IF SOME ONE WAS TO FILL OR CHECK THE TRANSMISSION WHILE THE ENGINE IS HOT. WE ALSO FOUND THE RIGH…
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UPON INSPECTION OF THIS VEHICLE,OUR MECHANIC FOUND THE AUTOMATIC DIPSTICK TUBE RUSTED IN HALF ON THE RIGHT SIDE OF THE ENGINE. AT THE BRACKET THAT BOLTS TO THE EXHAUST MANIFOLD. WE BELIEVE THIS TO BE A POTENTIAL FIRE /SAFETY HAZARD IF SOME ONE WAS TO FILL OR CHECK THE TRANSMISSION WHILE THE ENGINE IS HOT. WE ALSO FOUND THE RIGHT SIDE SHOCK TOWER SEVERELY DEGRADED BECAUSE OF RUST. THE TOP OF THE TOWER HAS LARGE PIECES OF RUST SCALE ON TOP OF THE TOWER THAT WE FEEL COULD POSSIBLY ALLOW THE COIL SPRING PRESSURE TO FRACTURE THE STEEL AND CAUSE A LOSS OF STEERING. I HAVE NOT SEEN THIS MUCH CORROSION ON A TRUCK THIS NEW. WE HAVE TAKEN PICTURES AND CAN BE E-MAILED IF NEEDED. THIS VEHICLE HAS BEEN REMOVED FROM SERVICE UNTIL IT CAN BE REPAIRED. THIS IS A CITY OF ALLENTOWN ,PA FLEET VEHICLE. *TR
NHTSA ODI #10479989
4,000 miles · May 9, 2012
Engine And Engine Cooling
TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT WAS DRIVING 30 MPH WHEN WHITE SMOKE EMITTED FROM THE EXHAUST. THE VEHICLE WAS TAKEN TO THE DEALER. THE DEALER ADVISED THE CONTACT THAT THE VEHICLE ENTERED INTO AN ABNORMAL SAFE MODE. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEA…
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TL* THE CONTACT OWNS A 2008 FORD F-350. THE CONTACT WAS DRIVING 30 MPH WHEN WHITE SMOKE EMITTED FROM THE EXHAUST. THE VEHICLE WAS TAKEN TO THE DEALER. THE DEALER ADVISED THE CONTACT THAT THE VEHICLE ENTERED INTO AN ABNORMAL SAFE MODE. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 4,000 AND THE CURRENT MILEAGE WAS 27,000.
NHTSA ODI #10457930
95,267 miles · Apr 22, 2012
Engine And Engine Cooling
VEHICLE WAS SITTING AT IDLE WHEN BLEW UPPER RADIATOR HOSE. I REPLACED HOSE DUE TO FORDS EXCESSIVE CHARGE TO REPLACE ONE HOSE,WAS NOT NOTIFIED THAT DUE TO THE LOSS OF FLUID. RADIATORS HOT COLD CYCLES WERE EFFECTED, SO RADIATOR WAS EFFECTED AND CREATED A CRACK IN RADIATOR DUE TO CONSTANTLY CYCLING DUE TO THE LOSS OF FLUID CREATED …
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VEHICLE WAS SITTING AT IDLE WHEN BLEW UPPER RADIATOR HOSE. I REPLACED HOSE DUE TO FORDS EXCESSIVE CHARGE TO REPLACE ONE HOSE,WAS NOT NOTIFIED THAT DUE TO THE LOSS OF FLUID. RADIATORS HOT COLD CYCLES WERE EFFECTED, SO RADIATOR WAS EFFECTED AND CREATED A CRACK IN RADIATOR DUE TO CONSTANTLY CYCLING DUE TO THE LOSS OF FLUID CREATED FROM DEFECTIVE HOSE. NOW FORD WILL NOT COVER THE RADIATOR DUE TO SERVICE MANAGERS LACK OF INFORMING CLIENT TO KEEP HOSE FOR FORD CORPORATE TO REVIEW. OTHER PROBLEMS THAT AROSE BLOWN MOTOR. *TR
NHTSA ODI #10456064
72,410 miles · Sep 2, 2011
Engine And Engine Cooling
WAS DRIVING TO WORK ON A MAJOR HIGHWAY WHEN ALL OF A SUDDEN THE TRUCK STALLED AND QUITE RUNNING. AFTER HAVING THE VEHICLE TOWED INTO A FORD DEALERSHIP THEY DETERMINED THAT 2 FUEL INJECTORS ALONG WITH THE FUEL PRESSURE REGULATOR WERE BAD. AFTER FURTHER RESEARCH THEY DETERMINED IT WAS CAUSED BY CORRISON IN THE FUEL TANK. THEY S…
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WAS DRIVING TO WORK ON A MAJOR HIGHWAY WHEN ALL OF A SUDDEN THE TRUCK STALLED AND QUITE RUNNING. AFTER HAVING THE VEHICLE TOWED INTO A FORD DEALERSHIP THEY DETERMINED THAT 2 FUEL INJECTORS ALONG WITH THE FUEL PRESSURE REGULATOR WERE BAD. AFTER FURTHER RESEARCH THEY DETERMINED IT WAS CAUSED BY CORRISON IN THE FUEL TANK. THEY SAID FORD WOULD NOT STAND BEHIND THE PROBLEM AS THEY BLAMED IT ON THE DIESEL FUEL. WE BUY THE SAME DIESEL FUEL THAT OTHER TRUCKS USE AND THEY DO NOT SEEM TO HAVE THIS PROBLEM. IT IS BOUGHT AT REPUTABLE GAS STATIONS. FORTUNATELY WE WERE ABLE TO GET THE TRUCK OFF THE ROAD THIS TIME AND NOT CAUSE ANY ACCIDENTS. THIS SHOULD BE A RECALL ISSUE BACKED BY FORD MOTOR COMPANY INSTEAD OF A MONEY MAKER FOR THEM. AFTER RESEARCHING THE INTERNET THIS IS A VERY COMMON PROBLEM AND NEEDS TO BE ADDRESSED AND MAKE FORD RESPONSIBLE FOR THE PROBLEM BEFORE SOMEONE GETS HURT. *TR
NHTSA ODI #10423106
61,000 miles · Aug 19, 2011
Electrical SystemEngine And Engine Cooling
WHILE DRIVING MY 2008 F-350 SUPERDUTY DIESEL POWERED TRUCK AT 45 MPH FOR APPROX 2 MILES, RECEIVED MESSAGE " "STOP SAFELY NOW" AND COMPLETE POWER DOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT HAD WE NOT BEEN PASSING A PULL OFF LANE WE WOULD HAVE BEEN STUCK IN THE MIDDLE OF THE DRIVING LANE. THE WHOLE INCIDENT HAPPENED IN LE…
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WHILE DRIVING MY 2008 F-350 SUPERDUTY DIESEL POWERED TRUCK AT 45 MPH FOR APPROX 2 MILES, RECEIVED MESSAGE " "STOP SAFELY NOW" AND COMPLETE POWER DOWN OF ENGINE. THE TRUCK DECELERATED SO FAST THAT HAD WE NOT BEEN PASSING A PULL OFF LANE WE WOULD HAVE BEEN STUCK IN THE MIDDLE OF THE DRIVING LANE. THE WHOLE INCIDENT HAPPENED IN LESS THAN 10 SECONDS. AFTER GETTING OVER TO SIDE OF ROAD, ENGINE WOULD NOT CRANK OVER AND WAS NOT ALLOWED TO RESTART UNTIL AFTER THE ENGINE EITHER COOLED DOWN OR TIMED OUT (DIDN'T TRY FOR ABOUT AN HOUR LATER). BY TIME TOW TRUCK ARRIVED, WE HAD GOTTEN THE ENGINE TO START BUT DID NOT FEEL IT SAFE TO TRY AND MOVE THE VEHICLE AS WE HAD NO IDEA HOW FAR IT WOULD GO OR IF IT WOULD HAPPEN AGAIN. TRUCK WAS IN SHOP SERVICED FOR 60,000 AND HAD LATEST FORD RECALL FOR REPROGRAMMING COMPLETED LESS THAN 30 MILES PRIOR TO INCIDENT. WE WERE TOLD THERE WAS A TECH BULLETIN OUT ON THIS PROBLEM BUT IT WAS NOT COVERED UNDER THE ENGINE WARRANTY SO WE HAD TO PAY OUT OF POCKET. THE FIX IS ONLY HALF THE ISSUE; 10-15 SECOND IS NOT ENOUGH WARNING TO SAFELY PULL OFF THE ROAD. IF WE HAD BEEN PULLING OUR TRAVEL TRAILER, WE WOULD NOT EVEN BEEN ABLE TO GET AS FAR AS WE DID. THIS IS THE SECOND TIME A TECH BULLETIN ISSUE HAS HAPPENED TO US (PRIOR ISSUE WAS WITH A PRESSURE VALVE ON THE RADIATOR THAT CAUSED THE RADIATOR TO SPLIT) FORD SHOULD INFORM US OF POTENTIAL PROBLEMS SO WE CAN BE AWARE OF POSSIBLE ISSUES BEFORE THEY HAPPEN, NOT DRIVING DOWN THE ROAD.
NHTSA ODI #10420668
Mileage unknown · Jan 31, 2011
Engine And Engine Cooling
2008 FORD F350. CONSUMER STATES THAT THE VEHICLE STALLED WHILE DRIVING. *KB THE CONSUMER STATED A CODE CAMP UP THAT STATED CLEAN EXHAUST FILTER. THE TRUCK WAS TOWED TO A REPAIR SHOP. THE MECHANIC INFORMED THE CONSUMER THE EXHAUST SENSOR WAS BAD AND IT NEEDED TO BE REPLACED. THE CONSUMER STATED THE SENSOR WAS REPLACED ONCE BEFO…
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2008 FORD F350. CONSUMER STATES THAT THE VEHICLE STALLED WHILE DRIVING. *KB THE CONSUMER STATED A CODE CAMP UP THAT STATED CLEAN EXHAUST FILTER. THE TRUCK WAS TOWED TO A REPAIR SHOP. THE MECHANIC INFORMED THE CONSUMER THE EXHAUST SENSOR WAS BAD AND IT NEEDED TO BE REPLACED. THE CONSUMER STATED THE SENSOR WAS REPLACED ONCE BEFORE. ALSO, PARTS ON THE RADIATOR WERE REPLACED DUE TO LEAKS AROUND THE ENGINE. THE REPAIR SHOP INFORMED THE CONSUMER THE TRUCK WAS NOT RUNNING RIGHT AND REQUESTED THE SERVICE RECORDS. THE CONSUMER STATED SHE AND HER HUSBAND PERFORMED THEIR OWN MAINTENANCE ON THE TRUCK. THE MECHANIC ASKED FOR THE TYPE OF OIL THAT WAS USED. THE CONSUMER WAS THEN INFORMED THE WRONG TYPE OF OIL WAS USED AND THE ENGINE WAS DAMAGED BEYOND REPAIR. A SAMPLE OF OIL WAS TESTED AND IT WAS DETERMINED THAT THE CORRECT OIL WAS BEING USED, HOWEVER THE OIL WAS CONTAMINATED WITH COOLANT. *JB
NHTSA ODI #10379159
100,345 miles · Jan 25, 2011
Engine And Engine Cooling
THIS VEHICLE HAS HAD A RADIATOR FAILURE. WE HAD THE DEALER DIAGNOSE AND REPAIR . EVERY TRUCK IN OUR FLEET OF 7 F-350'S HAS HAD RADIATOR FAILURES AND FORD REFUSES TO WARRANT THE REPAIRS. ON THIS VEHICLE THE RADIATOR WAS REPLACED AT 100,345 MILES ON 9-2-10. *TR
NHTSA ODI #10378569
Official recalls
6Jul 28, 2008
KNAPHEIDE IS RECALLING 108 MY 2006-2008 PRO SERIES TRUCK BEDS EQUIPPED WITH AN ICC BUMPER WHICH INCLUDED A PROVISION FOR A BALL HITCH. THERE MAY BE AN INSUFFICIENT WELD ATTACHING THE HITCH CHANNEL TO THE SUPPORTING STRUCTURE.
Consequence & remedy
Consequence: THIS COULD RESULT IN BENDING OF THE HITCH CHANNEL OR THE HITCH COULD BE PULLED OFF THE VEHICLE, INCREASING THE RISK OF A CRASH.
Remedy: KNAPHEIDE WILL OFFER TWO REMEDIES TO ITS CUSTOMERS: (1) FOR THOSE CUSTOMERS WHO DO NOT USE THE HITCH, THE HITCH WILL BE REMOVED FROM THE TRUCK BED AND REPLACED WITH AN ICC BUMPER; OR (2) FOR THOSE CUSTOMERS WHO NEED A HITCH, A RECEIVER HITCH ASSEMBLY WILL BE ADDED TO THE EXISTING HITCH ASSEMBLY AND ALL SUSPECT WELD JOINTS WILL BE RE WELDED. THE RECALL BEGAN ON AUGUST 15, 2008. OWNERS MAY CONTACT KNAPHEIDE AT 1-877-473-5763.
Apr 25, 2008
FORD IS RECALLING 64,754 MY 2008 F-250 AND F-350 SINGLE REAR WHEEL, 4X4, 156 INCH WHEEL BASE PICK UP TRUCKS EQUIPPED WITH A TWO PIECE DRIVE SHAFT FOR FAILING TO CONFORM TO THE FUEL SPILLAGE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 301, "FUEL SYSTEM INTEGRITY." DURING A 30 MPH FRONTAL IMPACT INTO A RIGID BARRIER, THE FUEL TANK CAN MOVE FORWARD AND CONTACT A FRAME CROSS MEMBER, POTENTIALLY CAUSING DAMAGE TO THE FUEL DELIVERY MODULE WHICH CAN RESULT IN FUEL SPILLAGE.
Consequence & remedy
Consequence: FUEL SPILLAGE, IN THE PRESENCE OF AN IGNITION SOURCE, COULD RESULT IN A FIRE.
Remedy: DEALERS WILL INSTALL A BRACKET ON THE AFFECTED VEHICLES FREE OF CHARGE. THE RECALL BEGAN ON MAY 23, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Feb 28, 2008
FORD IS RECALLING 87,515 MY 2008 F250, F-350, F-450, AND F-550 VEHICLES FOR FAILING TO COMPLY WITH ALL THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 207, "SEATING SYSTEMS." SOME 40% SPLIT AND CAPTAIN'S CHAIR DRIVER'S SEATS, EQUIPPED WITH LUMBAR SUPPORTS, MAY HAVE IMPROPER WELDS AT THE JOINT OF THE SEAT BACK PIVOT BRACKET AND THE SEAT BACK FRAME.
Consequence & remedy
Consequence: IN THE EVENT OF A CRASH, THE SEAT SIDE PIVOT BRACKET MAY CRACK OR BREAK, INCREASING THE RISK OF INJURY TO THE SEAT OCCUPANT.
Remedy: DEALERS WILL ADD A REINFORCEMENT TO THE DRIVER'S SEAT BACK FRAME ON THE 40% SPLIT OR CAPTAIN'S CHAIR SEAT EQUIPPED WITH LUMBAR SUPPORT OR, IF NECESSARY, THE SEAT BACK FRAME WILL BE REPLACED. THE RECALL BEGAN ON MARCH 28, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Nov 21, 2007
CERTAIN VEHICLES FAIL TO CONFORM TO THE REQUIREMENTS SPECIFIED IN FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.' THE DRIVER AIR BAG MODULE MAY NOT HAVE BEEN PROPERLY ASSEMBLED.
Consequence & remedy
Consequence: THIS CONDITION MAY PREVENT THE DRIVER AIR BAG FROM PROPERLY DEPLOYING AND REDUCE OCCUPANT PROTECTION IN THE EVENT OF A CRASH.
Remedy: DEALERS WILL REPLACE YOUR DRIVER AIR BAG MODULE FREE OF CHARGE. THE RECALL BEGAN ON NOVEMBER 20, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, EXCESSIVE TEMPERATURES IN THE DIESEL PARTICULATE FILTER IN THE EXHAUST SYSTEM MAY RESULT FROM EXCESS HYDROCARBONS IN THE EXHAUST.
Consequence & remedy
Consequence: LACK OF POWER OR ROUGH OPERATION, UNUSUAL NOISES FROM THE ENGINE OR EXHAUST, WHITE SMOKE FROM THE EXHAUST, AND POTENTIALLY A VISIBLE FLAME OUT THE TAILPIPE CAN OCCUR.
Remedy: DEALERS WILL REPROGRAM THE POWER TRAIN CONTROL MODULE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
Mar 26, 2007
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, INSUFFICIENT CLEARANCE OF THE BATTERY POSITIVE (B+) WIRE TO THE RIGHT HAND SPLASH SHIELD BOLT MAY RESULT IN THE BATTERY B+ WIRE CONTACTING THE SPLASH SHIELD BOLT.
Consequence & remedy
Consequence: LONG TERM CONTACT COULD CAUSE WIRE CHAFE, RESULTING IN COPPER WIRE BEING EXPOSED. IF THIS CONDITION OCCURS, THE BATTERY B+ WIRE COULD SHORT TO GROUND INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSPECT THE BATTERY B+ WIRE LOCATION AND, IF NECESSARY, REPOSITION THE WIRE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
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
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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