NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
141 reports45,000 miles · Mar 19, 2011
Steering
I HAD JUST UNHOOKED A 10,000 LB. HORSE TRAILER WITH A HORSE IN IT WHICH IS THIS TRUCKS MAIN JOB. I PULLED OUT OF THE FAR-THOUGHT I FELT MY STEERING PULL TO THE RIGHT & IT SEEMED LIKE I HAD TO OVER-CORRECT THE WHEEL TO PULL I LEFT, I SLOWED DOWN-DROVE DOWN THE ROAD TURNING THE WHEEL LEFT & RIGHT-EVERYTHING SEEMED FINE-DROVE 20 M…
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I HAD JUST UNHOOKED A 10,000 LB. HORSE TRAILER WITH A HORSE IN IT WHICH IS THIS TRUCKS MAIN JOB. I PULLED OUT OF THE FAR-THOUGHT I FELT MY STEERING PULL TO THE RIGHT & IT SEEMED LIKE I HAD TO OVER-CORRECT THE WHEEL TO PULL I LEFT, I SLOWED DOWN-DROVE DOWN THE ROAD TURNING THE WHEEL LEFT & RIGHT-EVERYTHING SEEMED FINE-DROVE 20 MINUTES BACK TO MY HOTEL, GO TO PULL IN A PARKING SPOT & MY TRUCK WENT STRAIGHT ALMOST HITTING THE CAR PARKED IN THE SPOT TO THE LEFT I WAS PULLING INTO. I BACKED UP, MY STEERING WHEEL WOULD SPIN AROUND MANY TIMES IN BOTH DIRECTIONS. MY STEERING WAS COMPLETELY GONE! I SHIVER TO THINK OF WHAT A NIGHTMARE IT COULD HAVE BEEN HAD IT NOT BROKE IN A PARKING LOT!!!!!!!!!!! IT IS AT FORD OF OCALA. THEY CALLED & SAID A NUT HAD FALLEN OFF & THEY PUT IT BACK ON & PUT LOCK TIGHT ON IT-I AM SUPPOSED TO FEEL SAFE??????? HAS THIS HAPPENED TO ANYONE ELSE???..UPDATED 03-13-13 *BF THE CONSUMER STATED THE NUT ON THE BOTTOM OF THE STEERING COLUMN CAME OFF. IT WAS SITTING ON THE FRAME. THE CONSUMER STATED SHE WAS CHARGED $58.00 TO HAVE IT PUT BACK ON. UPDATED 03/14/13
NHTSA ODI #10393183
85,000 miles · Mar 6, 2011
Engine And Engine Cooling
RE-OCCURRING PROBLEM WITH MY 2008 FORD F-250. THE TRUCK UPON ACCELERATION SURGES AT 2800-3000 RPM'S AND BLOWS WHITE SMOKE OUT OF THE EXHAUST PIPE. THIS ONLY HAPPENS DURING HIGH HUMID, OR RAINY DAYS, OR WHILE THE TRUCK IS OPERATING IN A STEADY STATE OF DRIVING FOR SEVERAL HOURS. IF YOU PULL OFF THE FREEWAY, AND THEN TRY TO ACCELE…
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RE-OCCURRING PROBLEM WITH MY 2008 FORD F-250. THE TRUCK UPON ACCELERATION SURGES AT 2800-3000 RPM'S AND BLOWS WHITE SMOKE OUT OF THE EXHAUST PIPE. THIS ONLY HAPPENS DURING HIGH HUMID, OR RAINY DAYS, OR WHILE THE TRUCK IS OPERATING IN A STEADY STATE OF DRIVING FOR SEVERAL HOURS. IF YOU PULL OFF THE FREEWAY, AND THEN TRY TO ACCELERATE ON THE ENTRANCE RAMP THE TRUCK STUMBLES AND LOOSES ACCELERATION. I HAVE HAD THE TRUCK IN THE DEALER SEVERAL TIMES TO TRY TO FIND THE PROBLEM, BUT THEY WERE NOT SUCCESSFUL. THERE ARE NO CODES BEING DISPLAYED IN THE COMPUTER. THIS IS GOING TO CAUSE SOMEBODY TO GET RUN OVER TRYING TO ENTER THE FREEWAYS. FORD IS NOT TRYING TO SOLVE THE PROBLEMS EITHER. *TR
NHTSA ODI #10386577
14,800 miles · Feb 28, 2011
Tires
DROVE 2008 FORD F250 ON INTERSTATE 95 AT HIGHWAY SPEED 2 WEEKS AGO FRONT END STARTED TO SHAKE VIOLENTLY , MADE IT TO THE DEALERSHIP AT UNDER 30 MPH AND WAS TOLD IT WAS A TREAD SEPARATION , THEY REPLACED THE TIRE , TODAY THE PASSENGER SIDE FRONT TIRE IS SHOWING A TREAD SEPARATION , I HAVE CONCERNS ABOUT THE LAST 2 TIRES , THEY HA…
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DROVE 2008 FORD F250 ON INTERSTATE 95 AT HIGHWAY SPEED 2 WEEKS AGO FRONT END STARTED TO SHAKE VIOLENTLY , MADE IT TO THE DEALERSHIP AT UNDER 30 MPH AND WAS TOLD IT WAS A TREAD SEPARATION , THEY REPLACED THE TIRE , TODAY THE PASSENGER SIDE FRONT TIRE IS SHOWING A TREAD SEPARATION , I HAVE CONCERNS ABOUT THE LAST 2 TIRES , THEY HAVE 14,800 MILES ON THEM. *TR
NHTSA ODI #10384839
115,000 miles · Feb 6, 2011
Service Brakes, Hydraulic
EVERYTIME I GET ON THE BRAKES HARD THE STEERING QUITS, CANNOT STEER 2008 F250, DIESEL, HARD ON BRAKES STEERING LOCKS IN DIRECTION YOU ARE GOING, HAPPENS EVERYTIME WITHOUT FAIL. *TR
NHTSA ODI #10380906
22,850 miles · Jan 12, 2011
Engine And Engine Cooling
NOTICED A COOLANT LEAK COMING OFF THE DRIVER SIDE FRAME RAIL UNDER THE HOOD. TOOK IT IN TO THE FORD DEALERSHIP AND THEY HAD TO REPLACE THE RADIATOR. $1,400 LATER THEY SAID IF I HAD A HYPER EXTENDED THERMOSTAT IT WOULD BE FREE AS THAT IS WHAT FORD BELIEVES IS CAUSING THE PROBLEM. WELL OBVIOUSLY ITS NOT WHAT IS CAUSING THE PROBLEM…
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NOTICED A COOLANT LEAK COMING OFF THE DRIVER SIDE FRAME RAIL UNDER THE HOOD. TOOK IT IN TO THE FORD DEALERSHIP AND THEY HAD TO REPLACE THE RADIATOR. $1,400 LATER THEY SAID IF I HAD A HYPER EXTENDED THERMOSTAT IT WOULD BE FREE AS THAT IS WHAT FORD BELIEVES IS CAUSING THE PROBLEM. WELL OBVIOUSLY ITS NOT WHAT IS CAUSING THE PROBLEM SINCE THERE ARE HUNDREDS OF PEOPLE WITH THE SAME PROBLEM.
NHTSA ODI #10377310
62,500 miles · Jan 10, 2011
Engine And Engine Cooling
RADIATOR COOLANT LEAK AT TANK SEAM. *TR
NHTSA ODI #10375494
49,000 miles · Jan 10, 2011
Electrical System
WHEN STARTING MY 2008 FORD F-250 I BEGAN HAVING TO TRY IT MORE THAN ONCE, WHICH WAS VERY UNUSUAL FOR MY TRUCK. THEN THE NEXT DAY THE "CHECK ENGINE" LIGHT CAME ON. I TOOK IT TO MY FORD DEALER, THEY HOOKED IT UP TO THEIR DIAGNOSTIC MACHINE AND INFORMED ME THAT THE ERROR CODE INDICATED THAT EITHER I OR SOMEONE ELSE HAS ATTEMPTED TO…
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WHEN STARTING MY 2008 FORD F-250 I BEGAN HAVING TO TRY IT MORE THAN ONCE, WHICH WAS VERY UNUSUAL FOR MY TRUCK. THEN THE NEXT DAY THE "CHECK ENGINE" LIGHT CAME ON. I TOOK IT TO MY FORD DEALER, THEY HOOKED IT UP TO THEIR DIAGNOSTIC MACHINE AND INFORMED ME THAT THE ERROR CODE INDICATED THAT EITHER I OR SOMEONE ELSE HAS ATTEMPTED TO MODIFY THE PCM (PROCESSOR) UNSUCCESSFULLY AND THAT RESULTED IN THE PCM BEING RUINED. I ASSURED THE SERVICE ADVISOR THAT IN NO WAY HAVE I OR ANYONE ELSE DONE THAT. HE BASICALLY CALLED ME A LIAR AND SAID IT WOULD BE AROUND $1000 TO REPAIR. MY TRUCK HAS BEEN IN THE SHOP NOW FOR 5 DAYS AND THE SERVICE ADVISOR INFORMED ME THAT THE REPAIR TECH WAS HAVING DIFFICULTY REPROGRAMMING THE NEW PCM AND HAD TO CONTACT FORD DIRECTLY. I'M STILL WAITING TO HEAR BACK FROM THEM TO SEE WHAT HAPPENS. *TR
NHTSA ODI #10375371
46,000 miles · Jan 6, 2011
Engine And Engine Cooling
2008 FORD F-250. RADIATOR LEAKING. DEALER STATES TO FORD CUSTOMER SERVICE THAT THEY FOUND A LEAK IN APRIL OF 2010. THEY NEVER INFORMED ME OF IT HOWEVER. IN APRIL THE VEHICLE WAS STILL UNDER THE 36,000 MI. WARRANTY. I FIRST NOTICED THE LEAK AROUND THE LAST OF NOVEMBER 2010 AND BY THEN THE VEHICLE WAS AT 46,000 MI. AND OUT OF WARR…
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2008 FORD F-250. RADIATOR LEAKING. DEALER STATES TO FORD CUSTOMER SERVICE THAT THEY FOUND A LEAK IN APRIL OF 2010. THEY NEVER INFORMED ME OF IT HOWEVER. IN APRIL THE VEHICLE WAS STILL UNDER THE 36,000 MI. WARRANTY. I FIRST NOTICED THE LEAK AROUND THE LAST OF NOVEMBER 2010 AND BY THEN THE VEHICLE WAS AT 46,000 MI. AND OUT OF WARRANTY. MY DEALER TELLS ME THEY AND FORD ARE AWARE THAT THERE IS A PROBLEM WITH THESE RADIATORS BUT FORD HAS YET TO ISSUE A RECALL. DEALER WONT INCUR ANY OF THE COST FOR REPAIRS AND FORD WONT OFFER ANY ASSISTANCE EITHER. *TR
NHTSA ODI #10374994
191,550 miles · Dec 13, 2010
Engine And Engine CoolingFire
2008 F250 SUPER DUTY DIESEL EXPLODED (NEIGHBORS' DESCRIPTION) WHILE PARKED. WE HAD JUST RETURNED FROM TOWING A SKID LOADER BACK FROM A JOB SITE AND APPROXIMATELY HALF AN HOUR LATER, NEIGHBORS CALLED TO SAY THAT OUR TRUCK HAD EXPLODED. THE FIRE DEPT WAS ON THE SCENE WHEN WE ARRIVED AND THE VEHICLE APPEARS TO BE A TOTAL LOSS. W…
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2008 F250 SUPER DUTY DIESEL EXPLODED (NEIGHBORS' DESCRIPTION) WHILE PARKED. WE HAD JUST RETURNED FROM TOWING A SKID LOADER BACK FROM A JOB SITE AND APPROXIMATELY HALF AN HOUR LATER, NEIGHBORS CALLED TO SAY THAT OUR TRUCK HAD EXPLODED. THE FIRE DEPT WAS ON THE SCENE WHEN WE ARRIVED AND THE VEHICLE APPEARS TO BE A TOTAL LOSS. WE HAD OWNED AND USED THE TRUCK FOR 9 DAYS AND IT HAD PERFORMED WITHOUT PROBLEM DURING THAT TIME WHICH INCLUDED A 400 MILE TRIP FROM THE POINT OF PURCHASE IN PA TO OUR HOME LOCATION IN COLUMBUS OH. NO DAMAGE TO PROPERTY OTHER THAN TO THE VEHICLE ITSELF. *TR
NHTSA ODI #10370331
87,000 miles · Dec 10, 2010
Engine And Engine Cooling
TL* THE CONTACT OWNS A 2008 FORD F250 SUPER DUTY. THE VEHICLE WAS TAKEN TO THE DEALER FOR ROUTINE MAINTENANCE WHEN THE CONTACT WAS ADVISED THAT THE RADIATOR WAS LEAKING. THERE WERE NO RECALLS FOR THE FAILURE. THE MANUFACTURER WAS CONTACTED BUT OFFERED NO ASSISTANCE. THE VEHICLE WAS REPAIRED AT THE CONTACTS EXPENSE. THE FAILURE …
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TL* THE CONTACT OWNS A 2008 FORD F250 SUPER DUTY. THE VEHICLE WAS TAKEN TO THE DEALER FOR ROUTINE MAINTENANCE WHEN THE CONTACT WAS ADVISED THAT THE RADIATOR WAS LEAKING. THERE WERE NO RECALLS FOR THE FAILURE. THE MANUFACTURER WAS CONTACTED BUT OFFERED NO ASSISTANCE. THE VEHICLE WAS REPAIRED AT THE CONTACTS EXPENSE. THE FAILURE MILEAGE WAS 87,000. UPDATED 02/07/11 *BF UPDATED 02/14/11
NHTSA ODI #10369904
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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