WE OWN A 2008 FORD F-250 SUPER DUTY TRUCK WITH BF GOODRICH RUGGED TERRAIN T/A TIRES. ON OR ABOUT 7/5/15, THE PASSENGER SIDE REAR TIRE DEVELOPED TREAD FAILURE AS A PORTION OF THE TIRE TREAD BEGAN PEELING OFF WHILE TRAVELLING ON I-75. A SPARE TIRE WAS PUT ON AND THE TIRE WAS REPLACED AND A WARRANTY CLAIM WAS SUBMITTED AS IT WAS S…
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WE OWN A 2008 FORD F-250 SUPER DUTY TRUCK WITH BF GOODRICH RUGGED TERRAIN T/A TIRES. ON OR ABOUT 7/5/15, THE PASSENGER SIDE REAR TIRE DEVELOPED TREAD FAILURE AS A PORTION OF THE TIRE TREAD BEGAN PEELING OFF WHILE TRAVELLING ON I-75. A SPARE TIRE WAS PUT ON AND THE TIRE WAS REPLACED AND A WARRANTY CLAIM WAS SUBMITTED AS IT WAS STILL UNDER TREAD WARRANTY. ON OR ABOUT 8/21/15, THE DRIVERS SIDE REAR TIRE EXPERIENCED COMPLETE TIRE FAILURE WHILE TRAVELING ON I-95, WHICH CAUSED NEARLY $3000.00 IN DAMAGE TO THE TRUCK. THERE IS CURRENTLY A RECALL ON THE BF GOODRICH RUGGED TERRAIN T/A TIRES BUT NOT FOR THE 20 INCH TIRES WHICH ARE THE ONES DESCRIBED HERE. WE FEEL THAT THE 20 INCH TIRES NEED TO BE INVESTIGATED FOR POSSIBLE RECALL AS WELL. THESE TIRES ONLY HAD 37,667 MILES ON THEM AND WERE PURCHASED NEW FROM FORD ON 7/23/12. THIS TIRE FAILURE NEARLY CAUSED A SERIOUS ACCIDENT WHICH COULD OF LEAD TO DEATH OR SERIOUS INJURY. I HAVE DOCUMENTATION SHOWING THE TIRES HAVE BEEN REGULARLY MAINTAINED/INFLATED AND ROTATED. *JS
NHTSA ODI #11241495
35,000 miles · Feb 20, 2016
Tires
TIRE SEPARATION - FACTORY ORIGINAL TIRES WERE REPLACED FOR THE SAME REASON UNDER A RECALL.
NHTSA ODI #10837317
80,000 miles · Nov 5, 2015
Tires
TIRE SEPARATION - FACTORY ORIGINAL TIRES WERE REPLACED FOR THE SAME REASON UNDER A RECALL.
NHTSA ODI #10788702
110,719 miles · Sep 11, 2015
Tires
WE OWN A 2008 FORD F-250 SUPER DUTY TRUCK WITH BF GOODRICH RUGGED TERRAIN T/A TIRES. ON OR ABOUT 7/5/15, THE PASSENGER SIDE REAR TIRE DEVELOPED TREAD FAILURE AS A PORTION OF THE TIRE TREAD BEGAN PEELING OFF WHILE TRAVELING ON I-75. A SPARE TIRE WAS PUT ON AND THE TIRE WAS REPLACED AND A WARRANTY CLAIM WAS SUBMITTED AS IT WAS STI…
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WE OWN A 2008 FORD F-250 SUPER DUTY TRUCK WITH BF GOODRICH RUGGED TERRAIN T/A TIRES. ON OR ABOUT 7/5/15, THE PASSENGER SIDE REAR TIRE DEVELOPED TREAD FAILURE AS A PORTION OF THE TIRE TREAD BEGAN PEELING OFF WHILE TRAVELING ON I-75. A SPARE TIRE WAS PUT ON AND THE TIRE WAS REPLACED AND A WARRANTY CLAIM WAS SUBMITTED AS IT WAS STILL UNDER THE TREAD WARRANTY. ON OR ABOUT 8/21/15, THE DRIVERS SIDE REAR TIRE EXPERIENCED COMPLETE TIRE FAILURE WHILE TRAVELING ON I-95, WHICH CAUSED NEARLY $3000.00 IN DAMAGES TO THE TRUCK. THERE IS CURRENTLY A RECALL ON THE BF GOODRICH RUGGED TERRAIN T/A TIRES BUT NOT FOR THE 20 INCH TIRES WHICH ARE THE ONES DESCRIBED HERE. WE FEEL THAT THE 20 INCH TIRES NEED TO BE INVESTIGATED FOR POSSIBLE RECALL AS WELL. THESE TIRES ONLY HAD 37,667 MILES ON THEM AND WERE PURCHASED NEW FROM FORD ON 7/23/12. THIS TIRE FAILURE NEARLY CAUSED A SERIOUS ACCIDENT, WHICH COULD OF LED TO DEATH OR SERIOUS INJURY. I HAVE DOCUMENTATION SHOWING THE TIRES HAVE BEEN REGULARLY MAINTAINED/INFLATED AND ROTATED.
NHTSA ODI #10763265
70,000 miles · Dec 13, 2014
Tires
3/13 I BOUGHT A SET OF FEDERAL COURAGIA MT 35X12.50X20 TIRES AND 10 MONTHS LATER THE STEEL BELTS SEPARATED CAUSING TIRE FAILURE. 2/14 I BOUGHT ANOTHER SET OF THE SAME TIRES AND THEY SEPARATED AFTER 8 MONTHS. DOT4113 IS THE SERIAL NUMBER OF THE SECOND SET OF TIRES. I DO NOT HAVE THE SERIAL NUMBER FOR THE FIRST SET. I WOULD NOT RE…
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3/13 I BOUGHT A SET OF FEDERAL COURAGIA MT 35X12.50X20 TIRES AND 10 MONTHS LATER THE STEEL BELTS SEPARATED CAUSING TIRE FAILURE. 2/14 I BOUGHT ANOTHER SET OF THE SAME TIRES AND THEY SEPARATED AFTER 8 MONTHS. DOT4113 IS THE SERIAL NUMBER OF THE SECOND SET OF TIRES. I DO NOT HAVE THE SERIAL NUMBER FOR THE FIRST SET. I WOULD NOT RECOMMEND THESE TIRES TO ANYONE AND WHAT DO I HAVE TO DO TO GET COMPENSATED BECAUSE FEDERAL WILL NOT GET BACK IN TOUCH WITH ME. *TR
NHTSA ODI #10664052
45,437 miles · Nov 16, 2014
Tires
1. VEHICLE (FORD 250) NORTHBOUND ON I-5, TOWING AN EMPTY 16-FOOT TRAILER 2. CATASTROPHIC TIRE DETREAD OF LEFT REAR TRUCK TIRE (BFGOODRICH COMMERCIAL T/A LT 265/70R17 LRE M+S). 3. ALL TIRES TO BE REPLACED AND BODY SHOP WORK TO REPAIR VEHICLE DAMAGE. *TR
NHTSA ODI #10655285
6,910 miles · Nov 2, 2011
Tires
ALL 4 TIRES ON MY TRUCK HAVE SUBSTANTIAL CRACKING ALL THE WAY AROUND WHERE THE TREAD IS ATTACHED TO THE TIRE CARCASS. THE TREAD HAS CRACKS IN IT AS WELL. THE TIRES HAVE BEEN IN SERVICE 30 MONTHS. *TR
NHTSA ODI #10433934
44,000 miles · Aug 26, 2011
Tires
TL* THE CONTACT OWNS A 2008 FORD F-250 SD EQUIPPED WITH GOODYEAR WRANGLER AT/S TIRES, LINE SIZE LT275/65R20, AND DOT NUMBER:MK0TBXWV. THE CONTACT STATED THAT THE MOUNT WAS SEPARATING FROM THE TIRE. THE DEALER WAS CONTACTED AND OFFERED TO DIAGNOSE THE FAILURE BUT THE CONTACT DECLINED. THE MANUFACTURER WAS NOT MADE AWARE OF THE…
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TL* THE CONTACT OWNS A 2008 FORD F-250 SD EQUIPPED WITH GOODYEAR WRANGLER AT/S TIRES, LINE SIZE LT275/65R20, AND DOT NUMBER:MK0TBXWV. THE CONTACT STATED THAT THE MOUNT WAS SEPARATING FROM THE TIRE. THE DEALER WAS CONTACTED AND OFFERED TO DIAGNOSE THE FAILURE BUT THE CONTACT DECLINED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE AND CURRENT MILEAGE WAS 44,000.
NHTSA ODI #10421556
43,910 miles · Jul 16, 2011
Tires
MY COMPLAINT REGARDS A DEFECTIVE CONTINENTAL CONTITRAC LT275/65R18 TIRE ON A 2008 FORD F250 SUPER DUTY PICK-UP. ONE OF THE ORIGINAL OEM TIRES DEVELOPED A SHIFTED BELT / SEPARATION AT 43,910 MILES W/ 9/32" OF TREAD LEFT ON THE TIRE. CONTINENTAL HAS AN ONGOING VOLUNTARY RECALL PROGRAM FOR LT275/70R18 TIRES ON 2008 TO 2009 FORD F25…
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MY COMPLAINT REGARDS A DEFECTIVE CONTINENTAL CONTITRAC LT275/65R18 TIRE ON A 2008 FORD F250 SUPER DUTY PICK-UP. ONE OF THE ORIGINAL OEM TIRES DEVELOPED A SHIFTED BELT / SEPARATION AT 43,910 MILES W/ 9/32" OF TREAD LEFT ON THE TIRE. CONTINENTAL HAS AN ONGOING VOLUNTARY RECALL PROGRAM FOR LT275/70R18 TIRES ON 2008 TO 2009 FORD F250 AND F350 VEHICLES. THE DEFECT IN MY TIRE IS ALSO ONE OF THE DEFECTS LISTED FOR THE LT275/70R18 TIRE RECALL. I BELIEVE CONTINENTAL HAS ADDITIONAL TIRES OUTSIDE OF THE DOT DATE CODE WHICH, MAY NOT MEET CONTINENTAL'S PERFORMANCE EXPECTATIONS IN THE FIELD AND MAY WARRANT AN ADDITONAL REVIEW FOR SAFETY BY THE NHTSA. *TT
NHTSA ODI #10413136
25,055 miles · Apr 22, 2011
Tires
TL* THE CONTACT OWNS A 2008 FORD F250 SD PICKUP EQUIPPED WITH CONTINENTAL CONTITRAC M/S TIRES, SIZE LT 275/65R18. THE CONTACT WAS DRIVING 70 MPH WHEN THE TIRES STARTED BOUNCING AND SHAKING VIOLENTLY. THE VEHICLE WAS REMOVED FROM THE ROADWAY AND UPON FURTHER INSPECTION, THE CONTACT DISCOVERED THAT THE FRONT DRIVER SIDE TIRE HAD A…
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TL* THE CONTACT OWNS A 2008 FORD F250 SD PICKUP EQUIPPED WITH CONTINENTAL CONTITRAC M/S TIRES, SIZE LT 275/65R18. THE CONTACT WAS DRIVING 70 MPH WHEN THE TIRES STARTED BOUNCING AND SHAKING VIOLENTLY. THE VEHICLE WAS REMOVED FROM THE ROADWAY AND UPON FURTHER INSPECTION, THE CONTACT DISCOVERED THAT THE FRONT DRIVER SIDE TIRE HAD A BULGE THAT CAUSED THE TREAD TO SEPARATE FROM THE TIRE. THE CONTACT EXCHANGED THE TIRES AND WAS ABLE TO DRIE WITHOUT FURTHER INCIDENT. THE CONTINENTAL MANUFACTURER WAS CONTACTED WHO STATED THAT THE TIRES DID NOT FALL UNDER A RECALL. THE FAILURE MILEAGE WAS 25,055. UPDATED 05/24/11*LJ
NHTSA ODI #10397101
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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