IllustrationTRUCK SHUT DOWN AUTOMATICALLY AND WOULD NOT RE-START DUE TO EMISSION SENSORS PER THE DEALERSHIP. *TR
2011 Ford F-250 Sd
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2011 Ford F-250 Sd do not stand out strongly from the model-year median of 89.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-250 Sd years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
330–25K
4025–50K
1150–75K
1575–100K
13100–150K
1150K+
113 reports with mileage · 9 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 47 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 46 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 21 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
6 crash reports2 fire reports4 injury reports
What owners actually said
122 reportsON 1/21/15 I ATTEMPTED TO START MY 2011 FORD F 250 SUPER DUTY TRUCK. THE VEHICLE HAD BEEN PARKED FOR APPROXIMATELY 4 HOURS AT THE PARKING GARAGE WHERE I WORK. THE VEHICLE WOULD NOT START AND HAD TO BE TOWED TO RANDALL REED FORD IN HUMBLE, TX. THE TECHNICIAN HAS STATED THAT THE PROBLEM IS THE A FAULTY ENGINE EXHAUST GAS TEMPER…
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ON 1/21/15 I ATTEMPTED TO START MY 2011 FORD F 250 SUPER DUTY TRUCK. THE VEHICLE HAD BEEN PARKED FOR APPROXIMATELY 4 HOURS AT THE PARKING GARAGE WHERE I WORK. THE VEHICLE WOULD NOT START AND HAD TO BE TOWED TO RANDALL REED FORD IN HUMBLE, TX. THE TECHNICIAN HAS STATED THAT THE PROBLEM IS THE A FAULTY ENGINE EXHAUST GAS TEMPERATURE SENSOR WHICH IS LOCATED BEHIND THE DPF. HE MENTIONED THIS IS A COMMON ISSUE WITH THE 6.7 POWER STROKE DIESEL MOTORS. HE IS NOW RECOMMENDING THAT ALL FOUR SENSORS BE REPLACED TO THE TURNE OF OVER $900. I SEE THAT A RECAL IS IN PLACE FOR THE SAME MODEL YEARS IN THE F 350 AND BIGGER WITH THE SAME ENGINE. THE RECALL NEEDS TO BE EXPANDED TO INCLUDE THE F 250. *TR
WHILE TRAVELING IN THE LEFT HAND LANE ON 1-4 IN FLORIDA, WE RECEIVED A "STOP VEHICLE SAFELY NOW" WARNING AND THEN WITHIN SECONDS THE TRUCK SHUT DOWN. I WAS FORCED TO MAKE MULTIPLE, UNSAFE LANE CHANGES IN HEAVY TRAFFIC TO GET THE VEHICLE TO THE RIGHT SIDE OF THE INTERSTATE WITH WHAT POWER I HAD LEFT. MY PREGNANT WIFE AND 3 YEAR…
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WHILE TRAVELING IN THE LEFT HAND LANE ON 1-4 IN FLORIDA, WE RECEIVED A "STOP VEHICLE SAFELY NOW" WARNING AND THEN WITHIN SECONDS THE TRUCK SHUT DOWN. I WAS FORCED TO MAKE MULTIPLE, UNSAFE LANE CHANGES IN HEAVY TRAFFIC TO GET THE VEHICLE TO THE RIGHT SIDE OF THE INTERSTATE WITH WHAT POWER I HAD LEFT. MY PREGNANT WIFE AND 3 YEAR OLD SON WERE IN THE CAR WITH ME. WE WERE 3 HOURS FROM HOME AND ANY FAMILY / FRIENDS WHO COULD HELP. THE TRUCK WOULD NOT RESTART AND HAD TO BE TOWED TO A LOCAL DEALERSHIP WHICH CHARGED US $800 TO REPLACE 3 SENSORS AND GET THE TRUCK BACK ON THE ROAD. FURTHER, THEY WERE NOT ABLE TO REPAIR THE VEHICLE UNTIL THE FOLLOWING DAY, LEAVING US STRANDED IN A FOREIGN CITY. THE DEALERSHIP WAS VERY CLEAR THAT THE ISSUE WAS SIMPLY A SENSOR AND THERE IS NO REASON THE TRUCK SHOULDN'T HAVE JUST GIVEN US A CHECK ENGINE LIGHT WHICH WOULD HAVE ALLOWED US TO GET HOME. WE WERE TOLD BY THE DEALER AND SEVERAL FRIENDS WHO HAVE THE SAME MAKE AND MODEL THAT THIS IS A COMMON OCCURRENCE AND FORD HAS NO INTENTION OF FIXING THE PROBLEM. THIS COULD HAVE CAUSED AN ACCIDENT AND I AM EXTREMELY DISAPPOINTED THAT FORD WOULD KNOWINGLY PUT MY FAMILY IN DANGER. *TR
6.7 DIESEL ENGINE QUIT. COMPUTER SAID PULL OVER SOON. ENGINE WENT DEAD. DEFECTIVE EXHAUST GAS TEMPERATURE SENOR. HAPPENED TWICE. REPLACED ALL SENSORS(4). TRUCK DIED IN MIDDLE OF ROAD. *TR
WHILE DRIVING MY F250 AT 30 MPH IN TOWN A WARNING ALARM WENT OFF FOLLOWED BY DISPLAY SAYING STOP ENGINE SAFELY NOW. AS I ATTEMPTED TO SLOW DOWN FOR A RED LIGHT THE TRUCK TOTALLY DIED IN THE INTERSECTION. THE VEHICLE WOULD NOT START AND WAS TOTALLY INCAPACITATED IN THE MIDDLE OF THE ROAD AT 8:30 PM IN THE RAIN WITH MY WIFE AND …
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WHILE DRIVING MY F250 AT 30 MPH IN TOWN A WARNING ALARM WENT OFF FOLLOWED BY DISPLAY SAYING STOP ENGINE SAFELY NOW. AS I ATTEMPTED TO SLOW DOWN FOR A RED LIGHT THE TRUCK TOTALLY DIED IN THE INTERSECTION. THE VEHICLE WOULD NOT START AND WAS TOTALLY INCAPACITATED IN THE MIDDLE OF THE ROAD AT 8:30 PM IN THE RAIN WITH MY WIFE AND 3 CHILDREN IN THE VEHICLE. MYSELF AND 2 OTHER GUYS WERE ABLE TO PUSH IT OUT OF THE INTERSECTION THROUGH TRAFFIC. I HAD TO CALL FOR A WRECKER AND HAVE IT TOWED. THE FORD DEALER FIXED IT THE NEXT MORNING AND ADVISED IT WAS A FAULTY EGT EXHAUST SENSOR. APPARENTLY THIS IS COMMON AND THEY ADVISED THERE IS 4 OF THOSE SENSORS ON THE TRUCK. IT APPEARS TO BE A HUGE SAFETY ISSUE TO STALL THE TRUCK WHILE IT IS MOVING WITH NO WAY TO GET IT TO A SAFE PLACE TO STOP. *TR
WHILE DRIVING AT SPEEDS OVER 40 MPH TRUCK STARTED TO SHAKE VIOLENTLY AND YOU START TO LOSS CONTROL .YOU HAVE TO SLOW DOWN UNTIL SHAKING STOPS.PEOPLE IN THE CARS NEXT TO ME PULLED OVER YOU CAN SEE THE TRUCK SHAKE FROM OTHER CARS. NOTHING SEEM WRONG WITH FRONT END BUT THERE IS .SAFETY IS AN ISSUE HERE.IT DOESN'T ALWAYS SHAKE AND T…
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WHILE DRIVING AT SPEEDS OVER 40 MPH TRUCK STARTED TO SHAKE VIOLENTLY AND YOU START TO LOSS CONTROL .YOU HAVE TO SLOW DOWN UNTIL SHAKING STOPS.PEOPLE IN THE CARS NEXT TO ME PULLED OVER YOU CAN SEE THE TRUCK SHAKE FROM OTHER CARS. NOTHING SEEM WRONG WITH FRONT END BUT THERE IS .SAFETY IS AN ISSUE HERE.IT DOESN'T ALWAYS SHAKE AND THEN BANG SHAKE CITY LOOK IN TO IT. *TR
WHILE DRIVING DOWN THE HIGHWAY AT SPEEDS IN EXCESS OF 60 MPH, THE CAR WILL START TO SHAKE VIOLENTLY! IT IS FORCEFUL ENOUGH THAT YOU LOOSE COMPLETE CONTROL OF STEERING AND LOOSE THE ABILITY TO MAINTAIN YOUR SAME LANE. THE SHAKING IS SO VIOLENT THAT I AM AFRAID TO PUT MY DAUGHTER IN THE CAR. I CAN'T IMAGINE IF THIS HAPPENED IN …
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WHILE DRIVING DOWN THE HIGHWAY AT SPEEDS IN EXCESS OF 60 MPH, THE CAR WILL START TO SHAKE VIOLENTLY! IT IS FORCEFUL ENOUGH THAT YOU LOOSE COMPLETE CONTROL OF STEERING AND LOOSE THE ABILITY TO MAINTAIN YOUR SAME LANE. THE SHAKING IS SO VIOLENT THAT I AM AFRAID TO PUT MY DAUGHTER IN THE CAR. I CAN'T IMAGINE IF THIS HAPPENED IN A CONSTRUCTION ZONE OR TRAFFIC. I AM THANKFUL NO ONE ELSE WAS ON THE ROAD. THE ONLY WAY TO STOP THIS VIOLENT SHAKING IS TO SLAM ON THE BRAKES AND SLOW DOWN. THIS AFFECTED THE TRAFFIC BEHIND ME AS I WAS IN THE LEFT LANE. THE PERSON BEHIND ME ALMOST RAN INTO THE BACK OF ME BECAUSE WE WERE GOING FROM 65 MPH TO ABOUT 30 MPH WITHIN A COUPLE OF SECONDS. THIS HAPPENED TO MY TRUCK ABOUT A YEAR AGO WHEN IT HAD 35,000 MILES ON IT. FORD RECOGNIZED THE PROBLEM AND THEY REPLACED THE ENTIRE STEERING WHEEL COLUMN AND TIRES. THAT WAS JUST A TEMPORARY FIX. I TRADED MY FIRST 2008 F-250 SD IN FOR A NEW TRUCK FOR HAVING THE SAME ISSUES. I AM TO THE POINT WHERE THIS IS GETTING WAY TO DANGEROUS TO BE ON THE ROADS NOT ONLY FOR MY SAFETY, BUT MY FAMILIES AND OTHER DRIVERS SAFETY AS WELL. IT IS A KNOWN ISSUE AND SOMETHING NEEDS TO BE DONE. THERE HAVE BEEN OVER 75 FORMAL COMPLAINTS ON THIS ISSUE THUS FAR WITH THIS MAKE MODEL AND YEAR. DOES IT TAKE CAUSING AN ACCIDENT FOR IT TO BE INVESTIGATED? *TR
I WAS SETTING IN EXIT LANE OF THE WEST BANK EXPRESSWAY WHEN A CAR LOST CONTROL SLAMMING INTO THE DRIVERS SIDE OF MY TRUCK. THE CAR IMPACTED THE DRIVERS DOOR, THE BACK DOOR AND SOME OF THE FRONT FENDER. THE CAR WAS A TOTALED UPON IMPACT, MY TRUCK HAS SEVER DAMAGE UP ALL THE WAY UP TO BOTH WINDOWS ON THE DRIVERS SIDE. THE AIR BAG …
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I WAS SETTING IN EXIT LANE OF THE WEST BANK EXPRESSWAY WHEN A CAR LOST CONTROL SLAMMING INTO THE DRIVERS SIDE OF MY TRUCK. THE CAR IMPACTED THE DRIVERS DOOR, THE BACK DOOR AND SOME OF THE FRONT FENDER. THE CAR WAS A TOTALED UPON IMPACT, MY TRUCK HAS SEVER DAMAGE UP ALL THE WAY UP TO BOTH WINDOWS ON THE DRIVERS SIDE. THE AIR BAG THAT IS ON THE DRIVERS SIDE DID NOT DEPLOY AND I HAVE A CONCUSSION AND SEVER BRUISING TO ALL OF THE LEFT SIDE OF MY BODY ALONG WITH BRUISING FROM THE SEAT BELT ON MY RIGHT SIDE. I WAS KNOCKED OUT AND WOKE UP WITH MY FOOT LOGGED BETWEEN THE BRAKE AND THE GAS PEDAL STILL MOVING DOWN THE OFF RAMP. *TR
ON 11/03/2014, MY WIFE WAS DRIVING OUR 2011 FORD F-250 6.7 LITER DIESEL ON E. KIEHL AVE IN SHERWOOD, AR. THE VEHICLE ALL OF A SUDDEN LOST POWER AND SHUT OFF LEAVING HER TO HAVE TO NEGOTIATE TRAFFIC WITHOUT POWER STEERING OR POWER BRAKES. SHE WAS ABLE TO AVOID A CRASH. WE HAVE NEVER HAD A PROBLEM WITH OUR TRUCK. I JUST HAD TH…
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ON 11/03/2014, MY WIFE WAS DRIVING OUR 2011 FORD F-250 6.7 LITER DIESEL ON E. KIEHL AVE IN SHERWOOD, AR. THE VEHICLE ALL OF A SUDDEN LOST POWER AND SHUT OFF LEAVING HER TO HAVE TO NEGOTIATE TRAFFIC WITHOUT POWER STEERING OR POWER BRAKES. SHE WAS ABLE TO AVOID A CRASH. WE HAVE NEVER HAD A PROBLEM WITH OUR TRUCK. I JUST HAD THE VEHICLE SERVICED ON 09/30/2014 WHERE THE OIL AND FUEL FILTERS WERE CHANGED. THE TRUCK WAS TOWED TO NORTH POINT FORD IN NORTH LITTLE ROCK, AR. THEY DREW FUEL OUT OF THE SYSTEM PAST THE SECONDARY FILTER. I WAS ADVISED THAT THE FUEL WAS CLOUDY AND CONTAINED METAL FRAGMENTS AND WATER. THE VEHICLE IS COVERED UNDER A 100,000 MILE POWERTRAIN WARRANTY. HOWEVER, FORD ADVISED THAT THE HIGH PRESSURE FUEL SYSTEM HAD FAILED AND THAT IT WAS DUE TO CONTAMINATED FUEL SO THEY WOULD NOT COVER IT UNDER WARRANTY. THE REPAIR BILL IS A LITTLE OVER $11,000.00. I HAD JUST FUELED UP ON 11/01/2014 AT MURPHY USA IN SHERWOOD SO I CALLED THE BUREAU OF STANDARDS FOR THE STATE AND FILED A COMPLAINT ON MURPHY. THE STATE CHECKED THE MURPHY AND ADVISED THAT THEY WERE WITHIN STANDARDS. I CONTACTED MY INSURANCE COMPANY. THEY SENT AN AGENT OUT AND THE FORD DEALERSHIP TOLD HIM THAT IT WAS MECHANICAL FAILURE SO ITS NOT AN INSURANCE ISSUE. I SEEM TO BE GETTING THE RUN AROUND BY FORD. FORD'S HIGH PRESSURE FUEL SYSTEM FAILED WHILE MY WIFE WAS DRIVING DOWN THE ROAD. IF SHE HAD MADE IT TO THE HIGHWAY BEFORE THIS HAPPED, SHE WOULD HAVE BEEN DOING 70 MPH. THIS IS A HUGE SAFETY ISSUE. CLOUDY FUEL WITH WATER AND METAL AFTER THE SECONDARY FILTER WOULD INDICATE A FAILURE IN THE FILTRATION SYSTEM. EVEN SO, FORD'S DESIGN OF THEIR FUEL SYSTEM DOES NOT ALLOW FOR THAT IN THE SLIGHTEST. ALL DIESEL CONTAINS WATER. CHEVY, DODGE, FORD, VW, MERCEDES, ETC. KNOW THAT AND PUT FILTER/WATER SEPARATORS FOR THAT REASON. FUEL SYSTEMS SHOULD BE MADE OF MATERIALS THAT DO NOT RUST AND FAIL. *TR
WE HAD JUST PURCHASED THIS TRUCK THE DAY BEFORE WITH 19,000 MILES ON IT AND WHILE TOWING A FIFTH WHEEL RV THE IN-DASH OEM TRAILER BRAKE CONTROLLER FAILED TO ENGAGE TRAILER BRAKES ALLOWING THE RV TO PUSH THE TRUCK INTO AN INTERSECTION. I'VE BEEN TO THE DEALER THREE TIMES NOW AND THEY CANNOT FIGURE OUT WHY THE TRAILER BRAKE CONTRO…
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WE HAD JUST PURCHASED THIS TRUCK THE DAY BEFORE WITH 19,000 MILES ON IT AND WHILE TOWING A FIFTH WHEEL RV THE IN-DASH OEM TRAILER BRAKE CONTROLLER FAILED TO ENGAGE TRAILER BRAKES ALLOWING THE RV TO PUSH THE TRUCK INTO AN INTERSECTION. I'VE BEEN TO THE DEALER THREE TIMES NOW AND THEY CANNOT FIGURE OUT WHY THE TRAILER BRAKE CONTROLLER WILL NOT WORK. THEY HAVE PERFORMED A "PIN-TEST" AND DETERMINED THE IN DASH BRAKE CONTROLLER WAS NOT WORKING SO THEY REPLACED IT TO FIND THE TRAILER BRAKES STILL DO NOT ACTIVATE WHEN APPLYING THE BRAKES. IT WILL WORK WHEN MANUALLY ACTIVATED WITH THE SLIDER HOWEVER THERE IS NO TRAILER BRAKE ACTIVATION WHEN THE BRAKE PEDAL IS APPLIED. THE DEALER ACKNOWLEDGES THERE IS A PROBLEM BUT CANNOT FIGURE IT OUT. I'VE SPENT THREE DAYS AT THE DEALER THUS FAR AND IM SCHEDULED TO RETURN AT 7 AM TOMORROW FOR THEM TO WORK ON IT MORE. THIS IS A SERIOUS SAFETY ISSUE AND COULD CAUSE A MAJOR ACCIDENT IF THE TRUCK DOES NOT SAFELY STOP TOWING A HEAVY RV. WE TRADED AN F150 FOR THIS F250 SUPER DUTY FOR THE ADDED TOWING CAPACITY HOWEVER WE NOW DO NOT FEEL SAFE TOWING ANYTHING. *TR
Official recalls
0No 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
1RQ14005 · Vehicle Commanded Engine Shutdown
Opened Jan 13, 2015 · Closed Mar 15, 2016
Status: closed (inferred from source dates) · Electrical System:software; Engine; Engine And Engine Cooling:engine:diesel; Engine And Engine Cooling:exhaust System; Engine And Engine Cooling:exhaust System:emission Control
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Additional source detail variants (5)
Electrical System:software
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:engine:diesel
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:exhaust System:emission Control
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine And Engine Cooling:exhaust System
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.
Engine
The Office of Defects Investigation (ODI) opened this RQ to investigate allegations that the scope and remedy of safety recall 13V-535 were inadequate. Recall 13V-535 was limited to a relatively small population of Ambulance Package vehicles and ODI received complaints of pickup trucks and Fire Engine Prep Package vehicles being affected by the same defect. Ford manufactured approximately 555,985 subject vehicles between February 22, 2010 and January 30, 2015 that may be affected by defective EGT sensors and Powertrain Control Module (PCM) software calibration. The subject vehicles are equipped with four (4) EGT sensors to monitor engine operating conditions. An EGT sensor fault may produce false exhaust over-temperature signals. If these signals are produced, the Powertrain Control Module (PCM) implements a Failure Management Effects Mode (FMEM) and the driver receives a Stop Safely Now (SSN) system warning on the instrument cluster message center. The FMEM triggers a 70% reduction in available engine power over a period of no more than 45 seconds, during which it may not be possible to accelerate or maintain vehicle speed. The PCM then commands the engine to shut down when vehicle speed reaches approximately 1 mph. There is no immediate restart capability. Depending on the PCM software calibration, ignition key position and ambient temperature conditions, the engine may not restart until the end of a 10-60 minute cool down period.Ford and its component supplier(s) made numerous changes to the PCM software calibration and the design, material and manufacture of the EGT sensors over the period of subject vehicle production. This continuous product improvement affected vehicle performance regarding the alleged defect. Ford acknowledges the defect condition in the subject vehicles but argues that an unreasonable risk to motor vehicle safety is limited to Ambulance Package and Fire Engine Prep Package vehicles where commanded shutdown could impact emergency response and patient care. Ford also argues that the defect trend is in decline. Ford also initiated a new safety recall (15V-175) to address the 13V-535 remedy concerns in the Ambulance Package vehicles and Fire Engine Prep Package vehicles. The 15V-175 remedy reprograms the PCM with a new software calibration that stops a single EGT sensor fault to cause the vehicle to enter the FMEM shutdown mode.Ford also initiated an EPA emissions recall (14E03) for all subject vehicles that reprograms the PCM with the software calibration employed in safety recall 15V-175. Finally, Ford initiated a Customer Satisfaction Program (15M01) providing extended warranty coverage of 8 years or 80,000 miles for the the EGT sensors on certain MY2011-2012 subject vehicles.Due to the EPA emissions recall, that had a 66.6% completion rate in Ford's December 2015 progress report to the EPA, the defect trend is in decline. ODI is not aware of any crashes, deaths or injuries related to the alleged defect.ODI believes the alleged defect poses a safety risk but notes that the EPA emissions recall is addressing the safety problem.Compelling issuance of a duplicate recall would not represent a wise use of agency resources.Accordingly, this Recall Query is closed.This action is not a finding that no defect exists and NHTSA will take further action if such action is warranted.