NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
141 reportsMileage unknown · Apr 16, 2008
Unknown Or Other
SUPPLEMENT TO FORD MOTOR COMPANY PRODUCT INFORMATION REGARDING BRAKE TRANSMISSION SHIFT INTERLOCK VOLUNTARY AGREEMENT - DOCKET NUMBER 25669. *KB THE LETTER STATED THE 2008 F-250 SUPER DUTY WAS OMITTED FROM THE SAFECAR WEBSITE AS BEING IN ACCORDANCE WITH THE SPECIFIED PERFORMANCES CRITERIA REGARDING THE BRAKE TRANSMISSION SHIFT…
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SUPPLEMENT TO FORD MOTOR COMPANY PRODUCT INFORMATION REGARDING BRAKE TRANSMISSION SHIFT INTERLOCK VOLUNTARY AGREEMENT - DOCKET NUMBER 25669. *KB THE LETTER STATED THE 2008 F-250 SUPER DUTY WAS OMITTED FROM THE SAFECAR WEBSITE AS BEING IN ACCORDANCE WITH THE SPECIFIED PERFORMANCES CRITERIA REGARDING THE BRAKE TRANSMISSION SHIFT INTERLOCK. FORD REQUESTED THAT THE LIST BE UPDATED. *JB
NHTSA ODI #10225110
10 miles · Feb 29, 2008
Electrical SystemEquipmentService Brakes, Hydraulic
TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING 50 MPH, THE INSTRUMENT CLUSTER, TRACTION CONTROL SYSTEM, CRUISE CONTROL, AND AIR CONDITIONING FAILED. ALL OF THE GAUGES DISPLAYED ZERO. THE VEHICLE WOULD OPERATE, BUT NOTHING WOULD DISPLAY ON THE INSTRUMENT PANEL. THE VEHICLE WOULD ALSO STUTTER AND THEN THE GAUGES WOULD…
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TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING 50 MPH, THE INSTRUMENT CLUSTER, TRACTION CONTROL SYSTEM, CRUISE CONTROL, AND AIR CONDITIONING FAILED. ALL OF THE GAUGES DISPLAYED ZERO. THE VEHICLE WOULD OPERATE, BUT NOTHING WOULD DISPLAY ON THE INSTRUMENT PANEL. THE VEHICLE WOULD ALSO STUTTER AND THEN THE GAUGES WOULD FUNCTION PROPERLY. THE VEHICLE HAS BEEN AT THE DEALER FOR TWO WEEKS AND THEY INFORMED THE CONTACT THAT THE INSTRUMENT CLUSTER WAS FAULTY AND WOULD BE REPLACED UNDER WARRANTY. THE CURRENT MILEAGE WAS 1,000 AND FAILURE MILEAGE WAS 10.
NHTSA ODI #10219699
Mileage unknown · Feb 16, 2008
Power Train
HARD VIBRATION IN TRANSMISSION WHEN DOWNSHIFTING, ESPECIALLY UPHILL WHILE TOWING. VIBRATION STOPS WHEN LETTING UP ON ACCELERATOR. THIS HAPPENS WHILE IN CRUISE OR MANUAL. DEALER STATES CANNOT FIND THE PROBLEM AFTER THREE VISITS. MECHANIC AT ANOTHER DEALERSHIP IN HAMPTON, VA HAD SIMILAR EXPERIENCE. BOUGHT VEHICLE ON 07/28/2007…
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HARD VIBRATION IN TRANSMISSION WHEN DOWNSHIFTING, ESPECIALLY UPHILL WHILE TOWING. VIBRATION STOPS WHEN LETTING UP ON ACCELERATOR. THIS HAPPENS WHILE IN CRUISE OR MANUAL. DEALER STATES CANNOT FIND THE PROBLEM AFTER THREE VISITS. MECHANIC AT ANOTHER DEALERSHIP IN HAMPTON, VA HAD SIMILAR EXPERIENCE. BOUGHT VEHICLE ON 07/28/2007. CURRENTLY 28,000 MILES AND AM CONCERNED ABOUT THE EXPIRATION OF WARRANTY BEFORE PROBLEM IS RESOLVED. NO HELP FROM ORIGINAL DEALER. *TR
NHTSA ODI #10218177
Mileage unknown · Feb 4, 2008
Engine And Engine Cooling
EVER SINCE I PURCHASED A 2008 FORD F-250 SUPER DUTY PICK UP TRUCK WITH THE 6.4 DIESEL ENGINE IT HAS HAD A PROBLEM WITH AN INTERMITTENT PROBLEM WITH THE ENGINE. FOR NO REASON SOMETIMES WHEN YOU ACCELERATE THE ENGINE WILL STUMBLE AND A CLOUD OF WHITE SMOKE POURS OUT OF THE EXHAUST PIPE. THE SMOKE IS SO SEVERE IT WILL BLIND ANYONE …
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EVER SINCE I PURCHASED A 2008 FORD F-250 SUPER DUTY PICK UP TRUCK WITH THE 6.4 DIESEL ENGINE IT HAS HAD A PROBLEM WITH AN INTERMITTENT PROBLEM WITH THE ENGINE. FOR NO REASON SOMETIMES WHEN YOU ACCELERATE THE ENGINE WILL STUMBLE AND A CLOUD OF WHITE SMOKE POURS OUT OF THE EXHAUST PIPE. THE SMOKE IS SO SEVERE IT WILL BLIND ANYONE BEHIND THE TRUCK. THIS HAS HAPPENED SEVERAL TIMES. I HAVE HAD SEVERAL CASES WHEN TRYING TO MERGE INTO HIGHWAY TRAFFIC THE ENGINE WILL STUMBLE AND LOOSE ALL AVAILABLE POWER. THIS COULD BE A DRASTIC PROBLEM IF THIS IS NOT CORRECTED BY FORD MOTOR COMPANY. I HAVE HAD THE TRUCK TO THE DEALER SEVERAL TIME AND THEY SAY IT IS NORMAL FOR THE TRUCK TO DO THIS BECAUSE IT IS PART OF THE EMISSIONS. IF THIS IS THE CASE THEN THEY ARE ALLOWING A DANGEROUS SITUATION TO TAKE PLACE. *TR
NHTSA ODI #10216844
4,700 miles · Jan 14, 2008
Service Brakes, Hydraulic
WHILE DRIVING APPLIED BRAKES FOR UPCOMING STOP LIGHT AND REAR BRAKES LOCKED UP CAUSING THE REAREND OF THE TRUCK TO HOP VIOLENTLY. TOOK TRUCK TO FORD DEALER AND THEY SAID THEY COULD FIND NOTHING WRONG. *TR
NHTSA ODI #10214752
6,930 miles · Dec 18, 2007
Power TrainCrash
TL*THE CONTACT OWNS A 2008 FORD F-250 SD. THE CONTACT STATED THAT THE GEAR SHIFT HAS RELEASED OUT OF PARK ON TWO OCCASIONS. SHE CANNOT EXIT THE VEHICLE WHEN THE FAILURE OCCURS. THE FAILURE IS INTERMITTENT. THE DEALER WOULD NOT OFFER ANY ASSISTANCE DUE TO LIABILITY. AS A RESULT, HER HUSBAND WAS INVOLVED IN A CRASH. THE VEHI…
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TL*THE CONTACT OWNS A 2008 FORD F-250 SD. THE CONTACT STATED THAT THE GEAR SHIFT HAS RELEASED OUT OF PARK ON TWO OCCASIONS. SHE CANNOT EXIT THE VEHICLE WHEN THE FAILURE OCCURS. THE FAILURE IS INTERMITTENT. THE DEALER WOULD NOT OFFER ANY ASSISTANCE DUE TO LIABILITY. AS A RESULT, HER HUSBAND WAS INVOLVED IN A CRASH. THE VEHICLE WAS PLACED INTO PARK, BUT ROLLED FORWARD WHILE IN PARK AND STRUCK TWO VEHICLES. A POLICE REPORT WAS FILED. THERE WERE NO INJURIES. THE SPEED WAS UNKNOWN. THE FAILURE AND CURRENT MILEAGES WERE 6,930. UPDATED 01-30-08. *KB THE CONSUMER STATED WILL NOT BE ACCESSED INSURANCE POINTS AND PAID A $500 DEDUCTIBLE TO REPAIR VEHICLE. UPDATED 01/30/08 *TR
NHTSA ODI #10212258
6,951 miles · Dec 9, 2007
Vehicle Speed Control
THE TRUCK WILL GO TO REGENERATION MODE WITH YOUR FOOT ON THE BRAKE AND IN DRIVE . CAUSING THE TRUCK TO JUST ABOUT TO TAKE OFF INTO TRAFFIC. THE DEALER HAS TRY TO CORRECT THE PROBLEM 3 TIMES AND IT HAS NOT WORKED. *TR
NHTSA ODI #10211287
Mileage unknown · Nov 30, 2007
Engine And Engine Cooling
ENGINE REV'S UP ON IT'S OWN. I DISCUSSED THIS WITH A DEALER AND WAS TOLD THIS WILL HAPPEN WHEN THE CATALYTIC CONVERTER CLEANS IT'S SELF. THE FIRST TIME I WAS IN A PARKING LOT AND NOT IN ANY DANGER, THE SECOND, THIRD AND FOURTH I WAS DRIVING IN TRAFFIC BUT I HAD CONTROL OF THE SITUATION BUT THE LAST TIME I WAS IN MY GARAGE AND AL…
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ENGINE REV'S UP ON IT'S OWN. I DISCUSSED THIS WITH A DEALER AND WAS TOLD THIS WILL HAPPEN WHEN THE CATALYTIC CONVERTER CLEANS IT'S SELF. THE FIRST TIME I WAS IN A PARKING LOT AND NOT IN ANY DANGER, THE SECOND, THIRD AND FOURTH I WAS DRIVING IN TRAFFIC BUT I HAD CONTROL OF THE SITUATION BUT THE LAST TIME I WAS IN MY GARAGE AND ALMOST DROVE INTO MY HOUSE WALL THIS IS VERY DANGEROUS! I THINK THIS NEEDS TO BE CORRECTED. I STILL HAVE NOT GOTTEN ANY REPLY OVER THE LOSS OF STEERING I REPORTED ABOUT 2 MONTHS AGO ON THIS SAME VEHICLE, THIS IS ALSO A DANGEROUS PROBLEM! *TR
NHTSA ODI #10210436
2,600 miles · Nov 12, 2007
Engine And Engine Cooling
DRIVING NEW 6.4 L F-250 TOWING A 5TH WHEEL FROM OHIO TO ARIZONA. RADIATOR CRACKED WITHOUT WARNING DURING USE AND SPRAYED RADIATOR FLUID ALL OVER THE WINDSHIELD, OBSTRUCTING VIEW. STRANDED US IN MIDDLE OF THE DESERT FOR OVER 2HRS. *TR
NHTSA ODI #10208684
200 miles · Oct 26, 2007
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING 55 MPH, THE VEHICLE STALLED AND RESTARTED ON ITS OWN. THE FAILURE OCCURRED DURING ACCELERATION. WHEN THE FAILURE OCCURRED, THE SPEED DID NOT DECREASE. THERE WERE NO WARNING INDICATOR LIGHTS PRESENT. THE DEALER COULD NOT DETERMINE THE CAUSE OF THE FAILURE; HOWEVER, THEY…
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TL*THE CONTACT OWNS A 2008 FORD F-250 SD. WHILE DRIVING 55 MPH, THE VEHICLE STALLED AND RESTARTED ON ITS OWN. THE FAILURE OCCURRED DURING ACCELERATION. WHEN THE FAILURE OCCURRED, THE SPEED DID NOT DECREASE. THERE WERE NO WARNING INDICATOR LIGHTS PRESENT. THE DEALER COULD NOT DETERMINE THE CAUSE OF THE FAILURE; HOWEVER, THEY CHANGED THE FUEL INJECTORS. THE FAILURE MILEAGE WAS 200 AND CURRENT MILEAGE WAS 5,000.
NHTSA ODI #10207020
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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