NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
141 reports200 miles · Nov 5, 2009
StructureTrailer Hitches
I OWN A FORD F250, MY COMPLAINT IS ABOUT A 7 PIN TRAILER PLUG, WHAT HAPPENS IS THAT THE PLUG FALLS OFF THE CONNECTOR AS I AM DRIVING. I HAVE NOTICED THAT FORD CHANGED THERE DESIGN ON THE PLUG, THEY TURNED IT TO THE RIGHT SO THE LOCK IS SIDE, INSTEAD OF BEING ON THE TOP. I HAVE TRY TO TALK TO FORD ABOUT THIS AND THEY SAY THERE'S …
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I OWN A FORD F250, MY COMPLAINT IS ABOUT A 7 PIN TRAILER PLUG, WHAT HAPPENS IS THAT THE PLUG FALLS OFF THE CONNECTOR AS I AM DRIVING. I HAVE NOTICED THAT FORD CHANGED THERE DESIGN ON THE PLUG, THEY TURNED IT TO THE RIGHT SO THE LOCK IS SIDE, INSTEAD OF BEING ON THE TOP. I HAVE TRY TO TALK TO FORD ABOUT THIS AND THEY SAY THERE'S NOTHING THEY CAN DO. I DO BELIEVE THAT THIS IS A SAFETY ISSUE, I LOOSE MY BRAKES TO MY TRAILER EVERYTIME THIS HAPPENS MAKING IT VERY UNSAFE TO DRIVE. *TR
NHTSA ODI #10291149
32,500 miles · Sep 15, 2009
Structure
EVERYTIME I DRIVE AND THERE ARE 'WHOOPS' IN THE ROAD, MY TRUCK VIOLENTLY BOUNCES.THIS HAPPENS EVERYTIME. AND MY STEERING FEELS VERY LOOSE FROM IT. I CAN SEE MY FRONT TIRES SHAKING HARD, LIKE THEY'RE ABOUT TO FLY OFF THE WHEEL STUDS. IT STARTED ABOUT A MONTH AGO IN MY NEIGHBORHOOD ROADS. *TR
NHTSA ODI #10284029
7,880 miles · Aug 7, 2009
Engine And Engine CoolingVehicle Speed Control
I HAVE A 2008 F-250 S/D MANUFACTURED 02/08 AT THE KENTUCKY PLANT. THIS VEHICLE WAS PURCHASED NEW IN APRIL 2009 AND NOW HAS JUST UNDER 8000 MILES ON THE ODOMETER. I HAVE TWICE EXPERIENCED UNCONTROLLED INVOLUNTARY ACCELERATION WITH THIS VEHICLE. THE COMMON ELEMENTS OF THIS HAVE BEEN THAT IT OCCURRED AFTER A PERIOD OF EXTENDED DRIV…
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I HAVE A 2008 F-250 S/D MANUFACTURED 02/08 AT THE KENTUCKY PLANT. THIS VEHICLE WAS PURCHASED NEW IN APRIL 2009 AND NOW HAS JUST UNDER 8000 MILES ON THE ODOMETER. I HAVE TWICE EXPERIENCED UNCONTROLLED INVOLUNTARY ACCELERATION WITH THIS VEHICLE. THE COMMON ELEMENTS OF THIS HAVE BEEN THAT IT OCCURRED AFTER A PERIOD OF EXTENDED DRIVING AT ABOUT 70 MPH, USING CRUISE CONTROL, JUST AFTER AN EXHAUST CLEANING CYCLE, AND WHEN I OVERRODE THE CRUISE CONTROL TO ACCELERATE TO PASS A VEHICLE IN FRONT OF ME. WHEN PULLING BACK IN TO THE TRAFFIC LANE, THE VEHICLE CONTINUES TO ACCELERATE AND CAN BE CONTROLLED ONLY BY MAINTAINING HEAVY PRESSURE ON THE BRAKES UNTIL A SAFE LOCATION CAN BE FOUND TO PULL OFF THE ROAD AND CUT OFF THE IGNITION. A RESTART IN NEUTRAL WILL RESULT IN AN IMMEDIATE RUN-UP IN RPM WHICH REQUIRES A SHUT DOWN OF THE IGNITION. THERE ARE NO "CHECK ENGINE" OR "SERVICE ENGINE" LIGHTS DISPLAYED, AND ACCORDING TO FORD DEALERSHIPS, NO CODES REGISTERED IN THE PCM. IN BOTH CASES I HAVE BEEN ABLE TO CORRECT THE PROBLEM AND CONTINUE TO DRIVE THE VEHICLE (WITHOUT USE OF CRUISE CONTROL) BY PRESSING A "RESET" BUTTON LOCATED ON THE TOP OF A WHITE SENSOR LOCATED IN THE AIR INTAKE DUCT ON THE RIGHT SIDE OF THE ENGINE COMPARTMENT. FORD SAYS THEY ARE UNABLE TO DUPLICATE THE PROBLEM AND CONSEQUENTLY CANNOT "MAKE A FIX". I AM MOST CONCERNED BECAUSE THIS IS A SIGNIFICANT SAFETY ISSUE. *TR
NHTSA ODI #10279704
46,000 miles · Aug 4, 2009
Engine And Engine Cooling
DEFECTIVE RADIATIOR IN 2008 F-250 (AND F-350 THROUGH RESEARCH OF OWNER FORUMS) ARE DEFECTIVE AND LEAK AT OVER 40,000 MILES. DEALERSHIPS ARE REPLACIING THESE AT OWNER COST BY THE HUNDREDS. *TR
NHTSA ODI #10279363
13,000 miles · Jul 21, 2009
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-250 SD DIESEL. THE CONTACT STATED THAT THERE IS A THREE SECOND LAPSE TO GET PAST THE THROTTLE BEFORE THE ENGINE REVS. WHILE THE ENGINE IS RUNNING, IT DOES NOT GAIN SPEED LIKE OTHER VEHICLES DO WITHIN TWO SECONDS. THE VEHICLE WAS TAKEN BACK TO THE DEALER FOR ROUTINE MAINTENANCE, BUT THEY COULD…
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TL*THE CONTACT OWNS A 2008 FORD F-250 SD DIESEL. THE CONTACT STATED THAT THERE IS A THREE SECOND LAPSE TO GET PAST THE THROTTLE BEFORE THE ENGINE REVS. WHILE THE ENGINE IS RUNNING, IT DOES NOT GAIN SPEED LIKE OTHER VEHICLES DO WITHIN TWO SECONDS. THE VEHICLE WAS TAKEN BACK TO THE DEALER FOR ROUTINE MAINTENANCE, BUT THEY COULD NOT FIND ANY FAILURES. THE CONTACT STATED THAT THE FAILURE COULD BE DUE TO THE NEW COMPUTER CHIP THAT WAS REPLACED, BUT THE MECHANIC STATED THAT IT WAS WORKING CORRECTLY AND THAT THERE WAS NO ISSUE WITH THE ENGINE. THE FAILURE MILEAGE WAS 13,000.
NHTSA ODI #10277586
Mileage unknown · Apr 16, 2009
Steering
TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING BETWEEN 50-60 MPH, THE VEHICLE WOULD SHIMMY DURING WIDE TURNS. THE CONTACT STATED THAT THE FAILURE MAKES HIM FEEL AS IF HE WILL LOSE CONTROL OF THE VEHICLE. HE RECEIVED AN INVESTIGATION LETTER FROM THE MANUFACTURER REGARDING WHAT HE SHOULD DO ABOUT THE SHIMMY. THE CONTA…
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TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING BETWEEN 50-60 MPH, THE VEHICLE WOULD SHIMMY DURING WIDE TURNS. THE CONTACT STATED THAT THE FAILURE MAKES HIM FEEL AS IF HE WILL LOSE CONTROL OF THE VEHICLE. HE RECEIVED AN INVESTIGATION LETTER FROM THE MANUFACTURER REGARDING WHAT HE SHOULD DO ABOUT THE SHIMMY. THE CONTACT FEELS THAT THE MANUFACTURER SHOULD BE RESPONSIBLE FOR ANY REPAIRS. THE CURRENT MILEAGE WAS 23,000 AND THE FAILURE MILEAGE WAS UNKNOWN.
NHTSA ODI #10265630
30,000 miles · Mar 23, 2009
Service Brakes, HydraulicSteering
2008 FORD F250 CREW! WHERE DO I BEGIN? I'VE HAD THIS TRUCK IN MORE TIMES THAN I CAN COUNT! MOST RECENTLY FOR POWER STEERING ISSUES! I'M HAVING IT WORKED ON FOR THE THIRD TIME TODAY! ALONG WITH ANOTHER PROBLEM WITH THE FRONT DRIVE SHAFTS, WHICH IT HAS BEEN IN AT LEAST TWO OTHER TIMES FOR! THE POWER STEERING DOESN'T WORK AT LOWER …
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2008 FORD F250 CREW! WHERE DO I BEGIN? I'VE HAD THIS TRUCK IN MORE TIMES THAN I CAN COUNT! MOST RECENTLY FOR POWER STEERING ISSUES! I'M HAVING IT WORKED ON FOR THE THIRD TIME TODAY! ALONG WITH ANOTHER PROBLEM WITH THE FRONT DRIVE SHAFTS, WHICH IT HAS BEEN IN AT LEAST TWO OTHER TIMES FOR! THE POWER STEERING DOESN'T WORK AT LOWER SPEEDS WHEN TRYING TO MANEUVER AROUND OR EVEN WHEN TRYING TO TURN AROUND! YOU LITERALLY HAVE TO CRANK AS HARD AS YOU CAN TO GET IT TO TURN AND BEING A FAIRLY FIT 28 YEAR OLD CONSTRUCTION WORKER I SHOULDN'T HAVE TO WORK THAT HARD TO TURN THE WHEEL ON A TRUCK THAT HAS POWER STEERING! I JUST ABOUT RAMMED A LIGHT POLE WHILE OUT PLOWING AT ABOUT 15 MILES AN HOUR WITH MY 2 YEAR OLD RIDING IN THE BACK! THIS OF COURSE WAS BEFORE I HAD IT IN THE LAST TIME AND IT IS A LITTLE BETTER BUT THE PROBLEM PERSISTS AND I DON'T WANT TO BE DRIVING THIS TRUCK TRYING TO GET ONTO A ROADWAY WITH ANY OF MY FOUR CHILDREN WHEN IT DECIDES TO ACT UP AND GET HIT BY A MACK TRUCK! I HOPE SOMETHING CAN BE DONE WITH THIS AND HOPE TO HEAR BACK! THANK YOU!!! *TR
NHTSA ODI #10262866
328 miles · Mar 23, 2009
Tires
PURCHASED NEW 2008 F-250 ON 3/21/09. UPON DETAILED INSP OF VEHICLE'S UNDECARRIAGE, I NOTICED THE SPARE TIRE WAS 2" SMALLER THAN THE ROAD TIRES. 18" VICE 20". I WAS TOLD BY THE DEALER THAT THIS IS STANDARD PRACTICE. THIS TRUCK WAS PURCHASED WITH THE INTENT OF TOWING A FIFTH WHEEL CAMPER. IF I AM 30-100 MILES FROM CIVILIZATION AND…
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PURCHASED NEW 2008 F-250 ON 3/21/09. UPON DETAILED INSP OF VEHICLE'S UNDECARRIAGE, I NOTICED THE SPARE TIRE WAS 2" SMALLER THAN THE ROAD TIRES. 18" VICE 20". I WAS TOLD BY THE DEALER THAT THIS IS STANDARD PRACTICE. THIS TRUCK WAS PURCHASED WITH THE INTENT OF TOWING A FIFTH WHEEL CAMPER. IF I AM 30-100 MILES FROM CIVILIZATION AND HAVE A FLAT, THE TIRE SIZE DIFFERENCE WITH THE LOAD ON THE TRUCK CAN'T BE THAT SAFE. IS THIS A LEGAL PRACTICE? *TR
NHTSA ODI #10262843
10,700 miles · Feb 24, 2009
Engine And Engine Cooling
SUDDEN INTENSE INTENSE SMOKE FROM TAILPIPE AT TIME OF EXHAUST CLEANING FROM MY 2008 FORD F250 DIESEL PICKUP (FORD CONSIDERS NORMAL OPERATION OF SYSTEM) WHILE ENTERING A TOLL PLAZA CREATED A SUDDEN AND UNSAFE CONDITION FOR OTHER DRIVERS BEHIND ME. THE SMOKE WAS SO HEAVY I COULD NOT SEE VEHICLE BEHIND WHILE PASSING THROUGH A TOLL…
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SUDDEN INTENSE INTENSE SMOKE FROM TAILPIPE AT TIME OF EXHAUST CLEANING FROM MY 2008 FORD F250 DIESEL PICKUP (FORD CONSIDERS NORMAL OPERATION OF SYSTEM) WHILE ENTERING A TOLL PLAZA CREATED A SUDDEN AND UNSAFE CONDITION FOR OTHER DRIVERS BEHIND ME. THE SMOKE WAS SO HEAVY I COULD NOT SEE VEHICLE BEHIND WHILE PASSING THROUGH A TOLL PLAZA. THE LANE I WAS IN UTILIZES A TRANSPONDER TO COLLECT TOLL WHILE TRAFFIC IN THAT LANE NORMALLY DOES NOT STOP. IF A VEHICLE HAD BEEN STOPPED THE DRIVERS BEHIND ME WOULD NOT HAVE BEEN ABLE TO REACT IN TIME. IT WAS ALSO POSSIBLE THAT THEIR VISIBILITY OF THE STRUCTURES OF THE TOLL PLAZA ITSELF WERE SUFFICIENTLY DIMINISHED THAT A COLLISION WITH THE STRUCTURE WAS POSSIBLE. I PASS THROUGH THREE TOLL PLAZAS EACH WAY, TO AND FROM WORK, 5 DAYS A WEEK. *TR
NHTSA ODI #10259740
1,000 miles · Feb 12, 2009
Visibility
WE HAVE A NUMBER OF 2008 FORD F-250 PICK UP TRUCKS IN OUR FLEET. THE RIGHT SIDE MIRROR CONSTANTLY VIBRATES OUT OF POSITION, CAUSING A DANGEROUS SITUATION WHEN BACKING UP. IT SHAKES OUT OF POSITION WITHIN 5 MINUTES OF SETTING IT. IT IS A MANUAL ADJUSTING MIRROR. WE ARE A MUNICIPALITY LOCATED IN OHIO, AND HAVE TAKEN THE VEHICLES T…
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WE HAVE A NUMBER OF 2008 FORD F-250 PICK UP TRUCKS IN OUR FLEET. THE RIGHT SIDE MIRROR CONSTANTLY VIBRATES OUT OF POSITION, CAUSING A DANGEROUS SITUATION WHEN BACKING UP. IT SHAKES OUT OF POSITION WITHIN 5 MINUTES OF SETTING IT. IT IS A MANUAL ADJUSTING MIRROR. WE ARE A MUNICIPALITY LOCATED IN OHIO, AND HAVE TAKEN THE VEHICLES TO FORD, WHO STATE THERE IS NOTHING THAT THEY CAN DO. *TR
NHTSA ODI #10258436
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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