NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
57 reports90,000 miles · Apr 10, 2016
Air BagsElectronic Stability Control (esc)
I CURRENTLY HAVE 122,000 MILES ON MY TRUCK AND IT'S ALL STOCK, EVEN THE TIRES ARE THE SAME TYPE AS OEM. FOR OVER 2 YEARS AND ABOUT 60,000 MILES I CONTINUALLY HAVE THE SAME DASH WARNING LIGHTS COME ON; HILL DECENT CONTROL & ADVANCED TRACK. THE BAD PART ABOUT THIS IS THAT THEY DON'T JUST COME ON AND REMAIN AS ACTIVE SYSTEM WARNING…
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I CURRENTLY HAVE 122,000 MILES ON MY TRUCK AND IT'S ALL STOCK, EVEN THE TIRES ARE THE SAME TYPE AS OEM. FOR OVER 2 YEARS AND ABOUT 60,000 MILES I CONTINUALLY HAVE THE SAME DASH WARNING LIGHTS COME ON; HILL DECENT CONTROL & ADVANCED TRACK. THE BAD PART ABOUT THIS IS THAT THEY DON'T JUST COME ON AND REMAIN AS ACTIVE SYSTEM WARNINGS, THEY WILL FLASH ON, ALERT ME, THEN GO OFF AND THEN COME BACK ON. SO WHEN I CLICK "OK" TO SILENCE THEM, THEY ONLY STAY SILENCED FOR THAT OCCURRENCE. SO WHEN THEY GO OFF THEN COME BACK ON, IT ALERTS ME AGAIN AND AGAIN, AND AGAIN. I'VE BEEN ON ROAD TRIPS WHERE IT WILL CONTINUE THIS THE ENTIRE ROAD TRIP. THERE IS NO ESTABLISHED OR AVERAGE TIME THAT THE STAY ON, IT'S RANDOM. WHEN THESE ALERTS APPEAR, WHILE THEY ARE ACTIVE THE AIRBAG LIGHT COMES ON. I DON'T GET AN ALERT THAT THE AIRBAGS ARE IN FAULT, I JUST GET A DASHBOARD LIGHT. SO I CAN ONLY ASSUME THAT THE AIRBAGS AREN'T WORKING WHILE THESE FAULTS ARE ACTIVE. I'VE TAKEN IT TO FORD DEALERS MULTIPLE TIMES FOR THIS WHILE IT WAS STILL UNDER WARRANTY AND THEY CLAIM THAT NO FAULT CODES APPEAR AND THAT THEY COULDN'T DUPLICATE THE ISSUE. I'VE EVEN HAD A DEALERSHIP TRY TO CHARGE ME FOR THIS. I TOOK IT TO ONE DEALERSHIP AND THEY SAID IT WOULD BE A $100 DIAGNOSTIC FEE TO ATTEMPT TO FIND IT. I MENTIONED THE SAFETY ISSUE BUT THEY DIDN'T SEEM TO CARE. UPON REQUEST I CAN PROVIDE PICTURES OF MY DASH WHILE THEY ARE ACTIVE AND POSSIBLY DEALERSHIP RECEIPTS WHERE THEY DOCUMENTED IT.
NHTSA ODI #10854610
68,000 miles · Mar 29, 2016
Steering
TL* THE CONTACT OWNS A 2012 FORD F-250 SD. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE HIT A BUMP IN THE ROAD AND THE CONTACT LOST CONTROL. THE VEHICLE WAS MANEUVERED TO THE SHOULDER OF THE ROAD. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT A FRONT TIE ROD END FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS RE…
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TL* THE CONTACT OWNS A 2012 FORD F-250 SD. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE HIT A BUMP IN THE ROAD AND THE CONTACT LOST CONTROL. THE VEHICLE WAS MANEUVERED TO THE SHOULDER OF THE ROAD. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT A FRONT TIE ROD END FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED; HOWEVER, THE FAILURE RECURRED THE FOLLOWING DAY. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 68,000. UPDATED 05/17/16*LJ *TR
NHTSA ODI #10852242
29,000 miles · Mar 14, 2016
Service BrakesSteeringSuspension
THE VEHICLE HAS 34,000 HIGHWAY MILES ON IT. THIS ISSUE FIRST BEGAN ON I95 @ 29,000MI. WHEN HITTING A BUMP, SUCH AS BRIDGE EXPANSION JOINT, THE VEHICLE BEGINS TO SHAKE UNCONTROLLABLY. THE BRAKES DO NOT WORK PROPERLY WHEN THIS HAPPENS BECAUSE THE TIRES ARE BOUNCING OFF THE ROAD SURFACE CAUSING ABS ACTIVATION. THE SHAKING GETS WORS…
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THE VEHICLE HAS 34,000 HIGHWAY MILES ON IT. THIS ISSUE FIRST BEGAN ON I95 @ 29,000MI. WHEN HITTING A BUMP, SUCH AS BRIDGE EXPANSION JOINT, THE VEHICLE BEGINS TO SHAKE UNCONTROLLABLY. THE BRAKES DO NOT WORK PROPERLY WHEN THIS HAPPENS BECAUSE THE TIRES ARE BOUNCING OFF THE ROAD SURFACE CAUSING ABS ACTIVATION. THE SHAKING GETS WORSE UNTIL IT COMES ALMOST TO A STOP. VERY DANGEROUS ON THE HIGHWAY IN LANE 1 AT 75 MPH WITH CARS ALL AROUND. THE PROBLEM IS RELATED TO THE TRACK BAR. THIS PROBLEM IS UNSAFE AND WELL DOCUMENTED ON SITES SUCH AS YOUTUBE. THE TRACK BAR ISSUE DOES OCCUR ON SOLID AXEL 4X4 VEHICLES WITH HIGH MILEAGE (200,000) BUT NOT ON LOW MILEAGE TRUCKS LIKE MY F250. I HAVE REPLACED TRACK BAR BALL JOINT AND PROBLEM WAS FIXED BUT HAS NOW WORE OUR AGAIN CAUSING A RECURRENCE OF THE ISSUE. VERY DANGEROUS EFFECTING STEERING AND BRAKING. I CAN SEND VIDEO OF THIS OCCURRING IF NEEDED.
NHTSA ODI #10849651
200,048 miles · Jan 29, 2016
Engine
I HAVE EXPERIENCED TWICE NOW WITH MY 2012 F-250 SUPER DUTY WITH THE 6.7 DIESEL ENGINE. ON FRIDAY JANUARY 22ND AND WAS SIMILAR TO A PREVIOUS EVENT INVOLVING A SUDDEN AND UNEXPECTED ACCELERATION OF MY TRUCK WHILE IN DRIVE. BOTH INSTANCES HAVE OCCURRED FROM THE TRUCK BEING IN A PARKED POSITION WITH THE ENGINE OFF. UPON STARTING…
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I HAVE EXPERIENCED TWICE NOW WITH MY 2012 F-250 SUPER DUTY WITH THE 6.7 DIESEL ENGINE. ON FRIDAY JANUARY 22ND AND WAS SIMILAR TO A PREVIOUS EVENT INVOLVING A SUDDEN AND UNEXPECTED ACCELERATION OF MY TRUCK WHILE IN DRIVE. BOTH INSTANCES HAVE OCCURRED FROM THE TRUCK BEING IN A PARKED POSITION WITH THE ENGINE OFF. UPON STARTING THE TRUCK AND SHIFTING INTO DRIVE, I BEGIN TO PULL FORWARD APPROXIMATELY 20 TO 40 FEET AND PREPARE TO STOP PRIOR TO ENTERING TRAFFIC OR REPOSITIONING. THE TRUCK WILL SUDDENLY ACCELERATE AND LUNGE FORWARD. FORTUNATELY IN BOTH INSTANCES MY RIGHT FOOT IS LIGHTLY ON THE BREAK PREPARING TO STOP WHEN THIS HAPPENS. I IMMEDIATELY DEPRESS THE BRAKE WITH A CONSTANT AND HARD PRESSURE AS THE TRUCK'S RPM IS IN THE 2500 TO 3000 RANGE AND I CAN FEEL THE TRUCK WANTING TO SURGE FORWARD. THE FIRST TIME THIS OCCURRED I HAPPENED TO BE PULLING UP BEHIND MY SON WHO WAS IN HIS VEHICLE AND VERY NEARLY MISSED CRASHING INTO HIM. I HAD TO IMMEDIATELY SHIFT INTO NEUTRAL AND SHUT THE TRUCK OFF. ON THE SECOND OCCASION I WAS REPOSITIONING AROUND A VEHICLE WHEN AGAIN THE TRUCK UNEXPECTEDLY ACCELERATED AND I CAME WITH 6 TO 8 FEET OF IMPACTING A CONCRETE LIGHT POST BASE. UPON SHIFTING INTO NEUTRAL THE TRUCK REVVED UP TO APPROXIMATELY 3500 TO 4000 RPM AND AGAIN I SHUT THE TRUCK OFF. AFTER BOTH INSTANCES THE TRUCK WAS RESTARTED AND APPEARED TO DRIVE NORMALLY. IN BOTH CASES THE SERVICE CENTER WAS UNABLE TO IDENTIFY THE CAUSE AND RELATED THAT THEY DID NOT FIND ANY 'ERROR CODES' OR OTHER ELECTRONIC RECORDED EVENTS RELATING TO WHAT I HAVE EXPERIENCED AND AGAIN THE PCM WAS REPROGRAMMED. THE TRUCK IS STILL UNDER WARRANTY AND CURRENTLY HAS ONLY 20064 MILES ON IT.
NHTSA ODI #10823047
59,200 miles · Sep 25, 2015
Engine
THE RADIATOR HAS A LEAK AT 59,200 MILES. THIS SHOULD BE A RECALL!
NHTSA ODI #10777730
53,000 miles · Sep 18, 2015
Unknown Or Other
I AM NOT SURE ABOUT THE SAFETY ISSUE, BUT I WANT THIS ON RECORD. FORD MOTOR COMPANY IS SELLING FORD F-250 WITH SUB PAR AIR CONDITIONING PARTS. I SENT MY TRUCK TO ESTABROOK FORD IN PASCAGOULA MS BECAUSE OF A FOUL SMELL. I WAS TOLD THAT MY "EVAPORATOR INSIDE THE CAB IS LEAKING FREON." THE SERVICE MANAGER TELLS ME THIS HAPPENS ALL …
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I AM NOT SURE ABOUT THE SAFETY ISSUE, BUT I WANT THIS ON RECORD. FORD MOTOR COMPANY IS SELLING FORD F-250 WITH SUB PAR AIR CONDITIONING PARTS. I SENT MY TRUCK TO ESTABROOK FORD IN PASCAGOULA MS BECAUSE OF A FOUL SMELL. I WAS TOLD THAT MY "EVAPORATOR INSIDE THE CAB IS LEAKING FREON." THE SERVICE MANAGER TELLS ME THIS HAPPENS ALL OF THE TIME. HE SAID WE HAVE TO TAKE YOUR DASH OUT AND REPLACE IT. "DON'T WORRY ABOUT ANY RATTLES OR ANYTHING LIKE THAT, OUR MECHANIC HAS GOTTEN PRETTY GOOD AT REPLACING THESE. ALL OF THE FIRE DEPT. HAD TO HAVE THEM REPLACED. I HAVE SEEN SOME WITH AS LOW AS 3000 MILES ON THEM GO OUT." I WOULD THINK THAT LEAKING ALL OF THAT FREON IS DANGEROUS TO THE ENVIRONMENT, AND HUMANS INSIDE THE CABS OF THE VEHICLES.
NHTSA ODI #10765160
62,000 miles · Sep 15, 2015
Service Brakes
FORD DEALER REVIEWED SQUEALING AND DETERMINED THE BRAKE CALIPERS WERE STICKING. THIS PROBLEM IS NOTED IN A TECH SERVICE BULLETIN FROM FORD FOR MODEL YEAR 2011. DEALER INDICATED THIS PROBLEM HAS BEEN NOTICED ON OTHER F250 MODEL YEAR 2012 BUT NO TSB FROM FORD. DEALER REPLACED CALIPERS ON ALL WHEELS.
NHTSA ODI #10763975
66,146 miles · Aug 28, 2015
Service Brakes
LOUD SQUEAL FROM WHEELS WHEN STARTING FROM PARKED LOCATION. SUBSEQUENT INVESTIGATION BY TECHNICIANS AT FORD DEALERSHIP SERVICE SHOWED THAT BRAKE CALIPERS WERE STICKING. THIS PROBLEM IS SAME AS FOUND ON SAME MODEL IN 2011.
NHTSA ODI #10759882
72,000 miles · Aug 5, 2015
EngineFuel/propulsion System
TRAVELING DOWN THE HIGHWAY AT 55MPH WITH CRUISE SET AND HIT BRAKE TO TURN CORNER. ENGINE IMMEDIATELY DIED WITH SUBSEQUENT LOSS OF POWER BRAKES AND STEERING--SCARY BECAUSE IT HAPPENED AT A CRITICAL TIME WHILE TURNING A CORNER ON A HIGHWAY. ABSOLUTELY NO WARNING--ENGINE SEEMED FINE PRIOR. TRUCK WOULD NOT START. TOWED THE DEAD TRUC…
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TRAVELING DOWN THE HIGHWAY AT 55MPH WITH CRUISE SET AND HIT BRAKE TO TURN CORNER. ENGINE IMMEDIATELY DIED WITH SUBSEQUENT LOSS OF POWER BRAKES AND STEERING--SCARY BECAUSE IT HAPPENED AT A CRITICAL TIME WHILE TURNING A CORNER ON A HIGHWAY. ABSOLUTELY NO WARNING--ENGINE SEEMED FINE PRIOR. TRUCK WOULD NOT START. TOWED THE DEAD TRUCK TO NEAREST FORD DEALER IN WELLINGTON, KS. HIGH PRESSURE FUEL PUMP FAILURE WAS THE DIAGNOSIS. EVIDENTLY WHEN THIS HAPPENS, METAL FILINGS FROM THE SHREDDED PUMP TAKE OUT ALL THE INJECTORS, FUEL RAIL, PRESSURE REGULATOR, AND ALSO SENDS METAL FILINGS INTO THE FUEL TANK VIA THE RETURN LINE. FORD CORPORATE, NOT THE DEALER MIND YOU, CLAIMS THIS FAILURE IS A RESULT OF FUEL CONTAMINATION IN SPITE OF THE FACT THAT THERE ARE 2 FUEL FILTERS AND A WATER SEPARATOR IN THE SYSTEM AND THEY WERE WELL MAINTAINED. REPAIRS ARE ESTIMATED AT $8000 + AND FORD HAS REFUSED WARRANTY SAYING IT IS NOT THEIR FAULT. THE "FUEL CONTAMINATION" CLAIM BY FORD MAY NOT EVEN BE ACCURATE AS THEIR "DIAGNOSIS" WAS MADE FROM A PICTURE OF THE FAILED PART. NO FUEL TESTS BY FORD WERE CONDUCTED ALTHOUGH I DID RETAIN A SAMPLE OF THE FUEL. NO SPECIFICS WERE GIVEN BY FORD AS TO WHAT TYPE OF CONTAMINATION EITHER--THEY JUST STATE "CONTAMINATION". I HAVE NO IDEA IF THEY ARE TALKING FLUID OR SOLIDS. JUST WHOSE FAULT IS IT WHEN THE FUEL FILTERING SYSTEM DESIGNED BY FORD FAILS TO FILTER OUT CONTAMINANTS? THEY ARE DENYING WARRANTIES TO THOUSANDS OF CONSUMERS LIKE ME, PLUS THEY PUT ME IN DANGER WITH A KNOWN ISSUE THEY FAIL TO TAKE RESPONSIBILITY FOR--AND MY GOVERNMENT IS LETTING THEM GET BY WITH IT. TO MY KNOWLEDGE THEY ARE CONTINUING TO BUILD THESE 6.7L DIESEL ENGINES (IT IS NOW AUGUST OF 2015 AS I WRITE THIS) WITH THE SAME HIGH PRESSURE FUEL PUMP FAILURES STARING THE NEXT CONSUMER IN THE FACE AND POCKETBOOK. SHAME ON FORD--AND SHAME ON THE REST OF US FOR LETTING THEM GET BY WITH IT...UPDATED 11/05/15 *BF *CN
NHTSA ODI #10746415
7,000 miles · Jul 20, 2015
Seat Belts
TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE REAR CENTER SEAT BELT FAILED TO RETRACT. THE OCCUPANT WAS ABLE TO SECURE OUT OF PLACE WITH THE SEAT BELT FASTENED. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE FAILURE WAS UNABLE TO DETERMINE THE FAILURE. THE MECHANIC STATED THAT THE SEAT BELT WOULD ONLY RET…
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TL* THE CONTACT OWNS A 2012 FORD F-250 SD. THE CONTACT STATED THAT THE REAR CENTER SEAT BELT FAILED TO RETRACT. THE OCCUPANT WAS ABLE TO SECURE OUT OF PLACE WITH THE SEAT BELT FASTENED. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE FAILURE WAS UNABLE TO DETERMINE THE FAILURE. THE MECHANIC STATED THAT THE SEAT BELT WOULD ONLY RETRACT WHEN THE BRAKE PEDAL WAS DEPRESSED OR AN IMPACT OCCURRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 7,000.
NHTSA ODI #10735163
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.
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