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2008 Ford F Super Duty

Owner reports · Recalls · Investigations

Limited comparison data

There is not enough comparable history to draw a useful model-year comparison.

Counts are not adjusted for sales, age, mileage exposure or reporting. A lower count does not establish that a car is problem-free.

About this comparison →
31Owner complaints

Model-year median: 14

0Recall campaigns

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1Investigations

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Check a VIN with NHTSA ↗ Model-level counts do not show whether a particular VIN is affected or repaired.

Inspection summary

2008 Ford F Super Duty

NHTSA snapshot: September 18, 2026. 31 owner complaints · 0 recall campaigns · 1 investigations.

Counts are not failure probabilities and are not adjusted for sales, age, mileage exposure or reporting. One report may name several categories. Comparison method and limitations.

Top reported categories (up to 5)

  • Steering: 10 reports
  • Engine: 8 reports
  • Electrical System: 5 reports
  • Service Brakes: 4 reports
  • Engine And Engine Cooling: 3 reports

Full reported-category list and vehicle report

Recall links

    No recall campaigns in this snapshot.

    Check a VIN with NHTSA. Model-level history does not establish whether a particular VIN is affected or repaired.

    Print the top reported categories, recall links, snapshot date and comparison limits.

    How this year compares

    Owner complaints by model year

    Other model years Selected year
    27
    2005    31
    2008
    Compare all F Super Duty years →

    Counts vary with age, sales, mileage exposure and reporting. They are not failure rates.

    What owners reported most

    Steering
    10    Engine
    8    Electrical System
    5    Service Brakes
    4    Engine And Engine Cooling
    3
    All reported categories
    Power Train
    3    Suspension
    3    Fuel System, Diesel
    2    Fuel/propulsion System
    2    Vehicle Speed Control
    2    Wheels
    2    Unknown Or Other
    1    Visibility
    1

    Tap a category to read its complaints. One report may name several components.

    When problems were reported

    Mileage at the reported incident

    29 reports with mileage · 2 unknown

    NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.

    What to inspect

    Issues worth paying extra attention to based on owner reports.

    • Steering. Review the 10 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
    • Engine. Review the 8 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
    • Electrical System. Review the 5 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →

    NHTSA owner reports · September 18, 2026 snapshot.

    0 crash reports0 fire reports1 injury reports

    Electrical System complaints

    5 reports
    Clear category filter
    69,699 miles · Dec 2, 2015
    Electrical SystemPower Train

    RANDOMLY AND WITHOUT WARNING A GREEN WRENCH LIGHT CAME ON MY DASHBOARD WHILE I WAS DRIVING ON A BUSY HIGHWAY. DATE WAS 12/1/2015. I LOST POWER AND HAD TO PULL OVER ON THE SIDE OF THE HIGHWAY. THERE WAS NO POWER WHEN I TRIED TO ACCELERATE. THERE WAS NO RESPONSE WHEN I WOULD STEP ON THE GAS PEDAL. IT WAS IDLING VERY ROUGH, I TURNE…

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    RANDOMLY AND WITHOUT WARNING A GREEN WRENCH LIGHT CAME ON MY DASHBOARD WHILE I WAS DRIVING ON A BUSY HIGHWAY. DATE WAS 12/1/2015. I LOST POWER AND HAD TO PULL OVER ON THE SIDE OF THE HIGHWAY. THERE WAS NO POWER WHEN I TRIED TO ACCELERATE. THERE WAS NO RESPONSE WHEN I WOULD STEP ON THE GAS PEDAL. IT WAS IDLING VERY ROUGH, I TURNED OFF THE TRUCK WAITED A COUPLE OF MINUTES THEN TRIED TO TURN THE TRUCK ON AGAIN AND THE WRENCH LIGHT CLEARED. IT WENT BACK TO "NORMAL" AND I WAS ABLE TO DRIVE OFF THE HIGHWAY. I'VE READ AND ALSO TALKED TO OTHER FORD OWNERS AND THEY HAVE SAID THE SAME THING, IT IS THE (PCM) POWERTRAIN CONTROL MODULE. THIS COULD BE VERY DANGEROUS WHEN YOU ARE DRIVING ON A BUSY HIGHWAY. NOTE: I HAD MY WHOLE FAMILY WITH ME.

    NHTSA ODI #10808008

    65,477 miles · Jul 2, 2015
    Electrical SystemEngine

    DURING THE COURSE OF DRIVING DOWN THE ROAD THE ENGINE SHUT OFF AND THE TRUCK LOST ALL POWER. REQUIRED STEERING OFF THE HIGHWAY AND STOPPING WITH THE LOSS OF ALL POWER STEERING AND BRAKE ASSIST. IN TRAFFIC. TRUCK WOULD NOT RESTART ONCE WAS PULLED OFF ONTO SIDE OF HIGHWAY. IF TRUCK HAD BEEN TOWING DOWN A STEEP GRADE IT WOULD HA…

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    DURING THE COURSE OF DRIVING DOWN THE ROAD THE ENGINE SHUT OFF AND THE TRUCK LOST ALL POWER. REQUIRED STEERING OFF THE HIGHWAY AND STOPPING WITH THE LOSS OF ALL POWER STEERING AND BRAKE ASSIST. IN TRAFFIC. TRUCK WOULD NOT RESTART ONCE WAS PULLED OFF ONTO SIDE OF HIGHWAY. IF TRUCK HAD BEEN TOWING DOWN A STEEP GRADE IT WOULD HAVE BEEN IMPOSSIBLE TO STOP. UPON HAVING TRUCK REPAIRED IT WAS DIAGNOSED AS A BAD EXHAUST GAS TEMPERATURE SENSOR.

    NHTSA ODI #10731783

    60,000 miles · Mar 11, 2014
    Electrical SystemEngineService Brakes

    THIS TRUCK HAS BEEN AN ISSUE FROM THE TIME WE BOUGHT IT. WE HAVE CONTACTED FORD MULTIPLE TIMES AND THEIR RESPONSE IS "KEEP YOUR RECEIPTS JUST IN CASE." WE HAVE REPLACED THE TURBOS BOTH HIGH AND LOW END TWICE AND THEY ARE STARTING TO ACT UP AGAIN. TRAVELING 60 MPH DOWN THE ROAD YOU LOSE ALL TURBO PRESSURE CAUSING YOU TO LOSE POWE…

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    THIS TRUCK HAS BEEN AN ISSUE FROM THE TIME WE BOUGHT IT. WE HAVE CONTACTED FORD MULTIPLE TIMES AND THEIR RESPONSE IS "KEEP YOUR RECEIPTS JUST IN CASE." WE HAVE REPLACED THE TURBOS BOTH HIGH AND LOW END TWICE AND THEY ARE STARTING TO ACT UP AGAIN. TRAVELING 60 MPH DOWN THE ROAD YOU LOSE ALL TURBO PRESSURE CAUSING YOU TO LOSE POWER. YOU HAVE TO PULL OVER SHUT THE TRUCK OFF AND RE-CRANK IT. THE TRUCK SHUTS OFF WHILE DRIVING WITHOUT THROWING A CHECK ENGINE LIGHT. THE BELT TENSIONER HAS SEPARATED COMING DOWN THE HIGHWAY SHUTTING OFF COMPLETE POWER AT 60 MPH. ABOUT EVERY 3RD TIME OF FILLING UP WITH DIESEL FUEL WE HAVE TO DRAIN THE WATER SEPARATOR. WHEN THE REGEN SYSTEM KICKS IN TREMENDOUS AMOUNT OF DIESEL FUMES COME IN TO THE TRUCK CAUSING HEADACHES WITH EXTREME LOSE OF POWER. WHITE SMOKE COMING OUT OF THE TAIL PIPE. THE STOCK RIM SPLIT ON THE DRIVER FRONT TIRE AND THE DEALERSHIP WANTED $1300.00 FOR ONE RIM WHEN A WHOLE SET OF AFTERMARKET RIMS ARE HUNDREDS OF DOLLARS CHEAPER. BOTH FRONT CALIPERS HAVE LOCKED UP AT DIFFERENT OCCASIONS TOWING 1,000 LB TRAILER AND ONE JUST DRIVING DOWN THE ROAD.ALL SEALS ARE LEAKING. RADIATOR IS LEAKING. ROCKER ARMS ARE TAPPING AND COST $1700 TO REPLACE COMING FROM A CERTIFIED FORD MECHANIC. WE HAVE HAD 3 DEALERSHIPS TELL US THEY DON'T WANT THE TRUCK AND REFUSE TO GO LOOK AT IT BECAUSE OF THE MOTOR. ITS ASHAME THE TRUCK WAS A $55,000 TRUCK BRAND NEW. 2 YEARS OLD IT VALUED AT $40,000 AND 2 YEARS AFTER ITS AT $17,000 RESALE. STEERING IS ALL OVER THE PLACE WHEN HITTING SEEMS OR RUTS IN THE ROAD MAKING THE TRUCK HARD TO CONTROL AND VERY UNSAFE. THIS IS BY FAR THE WORST VEHICLE WE HAVE EVER OWNED. FORD SHOULD BE ASHAMED OF PUTTING SUCH A UNSAFE VEHICLE ON THE ROAD AND NOT DOING ANYTHING TO HELP THE CUSTOMERS THAT HAVE WASTED $55,000. WOULD YOU TRUST YOUR KIDS IN THIS VEHICLE? THERE HAS BEEN 5 FORD DEALERS TELL US THEY DON'T EVEN WANT IT. 6.4L=JUNK. *TR

    NHTSA ODI #10568648

    104,500 miles · Jan 20, 2014
    Electrical SystemFuel System, DieselVehicle Speed Control

    ACCELERATED ON ROAD UP TO APPROXIMATELY 50 MPH WHEN THE VEHICLE SUDDENLY SHUT OFF. WAS EXTREMELY DIFFICULT TO GET OFF TO THE SIDE OF THE HIGHWAY. VEHICLE ISSUE TURNED OUT TO BE A WIRE SHORTING OUT ON THE HIGH PRESSURE FUEL PUMP. ISSUE KNOWN BY FORD WHICH ISSUED TSB 07-26-2. AFFECTS ALL F250/F1350/F450/F550 CREATED IN FIRST…

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    ACCELERATED ON ROAD UP TO APPROXIMATELY 50 MPH WHEN THE VEHICLE SUDDENLY SHUT OFF. WAS EXTREMELY DIFFICULT TO GET OFF TO THE SIDE OF THE HIGHWAY. VEHICLE ISSUE TURNED OUT TO BE A WIRE SHORTING OUT ON THE HIGH PRESSURE FUEL PUMP. ISSUE KNOWN BY FORD WHICH ISSUED TSB 07-26-2. AFFECTS ALL F250/F1350/F450/F550 CREATED IN FIRST HALF OF 2007. A BRIEF SEARCH AROUND THE WE SHOWS IT AFFECTS LATER YEARS AS WELL SO REPLACEMENT PART MAY NOT BE ADEQUATE. MANY FAIL AT MUCH LOWER MILES. *TR

    NHTSA ODI #10560641

    66,000 miles · Feb 9, 2011
    Electrical System

    OWN A 2008 FORD F250 SUPER DUTY, WITH 5.4L ENGINE. ATTEMPTED TO CHANGE SPARK PLUGS, 2 PLUGS BROKE OFF IN ENGINE BLOCK. CALLED LOCAL FORD DEALER, WAS INFORMED PLUGS BREAKING OFF IN HEAD IS A COMMON PROBLEM. TRUCK TOWED TO DEALER, WHERE FORD TECHNICIAN ATTEMPTED TO EXTRACT BROKEN PLUGS. END OF 1 BROKEN PLUG DROPPED INTO ENGINE CY…

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    OWN A 2008 FORD F250 SUPER DUTY, WITH 5.4L ENGINE. ATTEMPTED TO CHANGE SPARK PLUGS, 2 PLUGS BROKE OFF IN ENGINE BLOCK. CALLED LOCAL FORD DEALER, WAS INFORMED PLUGS BREAKING OFF IN HEAD IS A COMMON PROBLEM. TRUCK TOWED TO DEALER, WHERE FORD TECHNICIAN ATTEMPTED TO EXTRACT BROKEN PLUGS. END OF 1 BROKEN PLUG DROPPED INTO ENGINE CYLINDER. WAS INFORMED BY DEALER REPAIR WILL BE ~$2,410.00, AS HEAD MUST BE REMOVED, TO RETRIEVE BROKEN PLUG END. CALLED FORD HELPLINE, AS INSTRUCTED BY SERVICE MGR. HELPLINE CONFIRMED ENGINE DESIGN AND SPARK PLUGS MAY BREAK OFF DURING ROUTINE MAINTENANCE, AND THAT `A SPECIAL TOOL IS REQUIRED.' DEALERS RECEIVED FROM FORD, A TECHNICAL SERVICE BULLETIN, ALERTING TECHS OF THE POTENTIAL PROBLEM. THE GENERAL PUBLIC, UNLESS EMPLOYED BY FORD, WASN'T MADE AWARE OF THIS `SPECIAL TOOL' REQUIREMENT. FORD MOTOR CORP. IS NOT OFFERING ANY FINANCIAL ASSISTANCE &/OR REIMBURSEMENT FOR THIS POSSIBLE SHODDY DESIGN (WHY ELSE, THEN, THE TECHNICAL SERVICE BULLETIN, AVAILABLE ONLY TO DEALERS/)OF SPARK PLUGS. THE ENGINE ISN'T CONSUMER-FRIENDLY, FOR THE CONSUMER WHO DOESN'T OR CAN'T PAY DEALER PRICES TO MAINTAIN THEIR VEHICLE. *TR

    NHTSA ODI #10381268

    Recall campaigns

    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 ↗

    Defect 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

    An investigation is not a finding of a defect, and closure does not prove a vehicle is problem-free.