Engine And Engine CoolingService Brakes, HydraulicSteering
PURCHASE DATE SEPTEMBER 13, 2007 OF FORD F250 TRUCK. WHILE DRIVING THE TRUCK WOULD START VIBRATING AND I WOULD SEE WHITE EXHAUST SMOKE, TRUCK WOULD EITHER LOSE POWER OR INCREASE SPEED WITHOUT ANY CHANGE IN ACCELERATION. IT HAS BEEN IN THE SHOP OVER 16 TIMES. THE DEALERSHIP HAS HAD THE VEHICLE FOR NUMEROUS WEEKS AND HAVE PUT …
Read full complaint
PURCHASE DATE SEPTEMBER 13, 2007 OF FORD F250 TRUCK. WHILE DRIVING THE TRUCK WOULD START VIBRATING AND I WOULD SEE WHITE EXHAUST SMOKE, TRUCK WOULD EITHER LOSE POWER OR INCREASE SPEED WITHOUT ANY CHANGE IN ACCELERATION. IT HAS BEEN IN THE SHOP OVER 16 TIMES. THE DEALERSHIP HAS HAD THE VEHICLE FOR NUMEROUS WEEKS AND HAVE PUT OVER 1,000 MILES DRIVING THE VEHICLE IN ATTEMPT TO DUPLICATE THE PROBLEMS AND GET A DIAGNOSTIC CODE. MARCH 2010 WHILE SLOWING DOWN I NOTICED A LOSS OF POWER STEERING AND POWER BRAKES FOR A SECOND OR TWO. BY RECOMMENDATION OF FORD OUR DEALERSHIP HAS FLUSHED THE POWER STEERING SYSTEM APPROXIMATELY 4 TIMES. THE LOSS OF POWER STEERING AND POWER BRAKES ALMOST CAUSED MY WIFE TO GO OFF THE ROAD WHILE EXITING A HIGHWAY. THE DEALERSHIP HAD POSSESSION OF MY TRUCK FOR THE ENTIRE MONTH OF JUNE 2010. THEY WERE UNABLE TO DUPLICATE THE STEERING AND BRAKE ISSUE. MOST RECENTLY WHILE OUT OF TOWN I LOST POWER STEERING AND BRAKES 3 TIMES AFTER I SLOWED DOWN TO MAKE A TURN. IT APPEARS THE LOSS OF STEERING AND BRAKES LASTS LONGER. I HAVE BEEN INFORMED THAT FORD MOTOR CO. DIAGNOSTIC PROTOCOL IS IF THE COMPUTER DOES NOT THROW A CODE OR A SERVICE TECH CANNOT GET THE VEHICLE TO DUPLICATE THE PROBLEM THEY ARE NOT ABLE TO DO ANYTHING. WE HAVE BEEN MORE THAN PATIENT WITH THE DEALER, THE SERVICE RECORDS AND THE AMOUNT OF TIME WE HAVE BEEN WITHOUT THE TRUCK WILL CLEARLY SHOW WE HAVE GIVEN MORE THAN ADEQUATE CHANCE TO FIX THESE PROBLEMS. NOW AT 90,000 MILES I OWN A VEHICLE THAT I WILL NOT ALLOW MY WIFE OR ANYONE ELSE DRIVE IN FEAR THEY MAY NOT BE ABLE TO REACT QUICK ENOUGH TO MAINTAIN CONTROL UNTIL THE POWER STEERING AND POWER BRAKES RETURN TO FUNCTION. *TR
NHTSA ODI #10357336
114,825 miles · Aug 20, 2010
Engine And Engine Cooling
SUBJECT OWNS A 2008 F250 W/ 6.4L DIESEL. AT RANDOM, WHEN ATTEMPTING TO ACCELERATE, PULL ONTO A HIGHWAY, OR OTHERWISE INCREASE SPEED, VEHICLE WILL LOSE POWER AND STUMBLE. WHITE SMOKE HAS BEEN NOTICED FROM THE EXHAUST DURING AT LEAST ONE OF THESE INCIDENTS. FORD HAS TSB 08-25-1 WHICH ATTEMPTS TO ADDRESS THIS PROBLEM, BUT VEHICLE…
Read full complaint
SUBJECT OWNS A 2008 F250 W/ 6.4L DIESEL. AT RANDOM, WHEN ATTEMPTING TO ACCELERATE, PULL ONTO A HIGHWAY, OR OTHERWISE INCREASE SPEED, VEHICLE WILL LOSE POWER AND STUMBLE. WHITE SMOKE HAS BEEN NOTICED FROM THE EXHAUST DURING AT LEAST ONE OF THESE INCIDENTS. FORD HAS TSB 08-25-1 WHICH ATTEMPTS TO ADDRESS THIS PROBLEM, BUT VEHICLE IS PAST WARRANTY, AND OTHER OWNERS HAVE REPORTED THE PROBLEM PERSISTS EVEN AFTER HAVING THE TSB PERFORMED. THIS IS A SAFETY ISSUE, ON AUGUST 20, 2010 WE WERE PULLING A 10,000 TRAILER AND WENT TO PASS A SLOWER VEHICLE. OUR VEHICLE LOST POWER WHILE PASSING (STUMBLE/SMOKE) FOR APPROX 5 SECONDS, BEFORE REGAINING POWER. WE COULD HAVE HAD A TERRIBLE ACCIDENT IF THERE HAD BEEN ONCOMING TRAFFIC PRESENT AND/OR POWER HAD NOT RETURNED. PROBLEM IS ABLE TO BE DUPLICATED. *TR
NHTSA ODI #10350861
46,000 miles · Aug 11, 2010
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT THE VEHICLE STALLED TWICE. THE CONTACT STATED THAT THE CHECK ENGINE LIGHT CAME ON THEN A WARNING LIGHT DISPLAYED "FIND A SAFE PLACE TO PULL OVER". WHEN THE ENGINE LIGHT AND THE MESSAGE ILLUMINATED, THE VEHICLE STALLED WITHIN A FEW SECONDS. THE VEHICLE WAS IN THE DEAL…
Read full complaint
TL*THE CONTACT OWNS A 2008 FORD F-250. THE CONTACT STATED THAT THE VEHICLE STALLED TWICE. THE CONTACT STATED THAT THE CHECK ENGINE LIGHT CAME ON THEN A WARNING LIGHT DISPLAYED "FIND A SAFE PLACE TO PULL OVER". WHEN THE ENGINE LIGHT AND THE MESSAGE ILLUMINATED, THE VEHICLE STALLED WITHIN A FEW SECONDS. THE VEHICLE WAS IN THE DEALERS POSSESSION WHEN THE COMPLAINT WAS FILED. THE FIRST TIME THE VEHICLE WAS TAKEN TO THE DEALER HE STATED THAT THEY COULD NOT FIND ANYTHING WRONG. THE FAILURE MILEAGE WAS 46000 AND THE CURRENT MILEAGE WAS 47000.
NHTSA ODI #10348822
16,000 miles · Jul 9, 2009
Engine And Engine Cooling
TL*THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE HESITATES WHEN THE ACCELERATOR PEDAL IS DEPRESSED. THE FAILURE HAS BEEN OCCURRING EVER SINCE THE DEALER CHANGED THE COMPUTER IN THE INTERNAL ENGINE. THE CONTACT RECEIVED A NOTICE STATING THAT IT NEEDED TO BE CHANGED. THE DEALER STATED THAT THE V…
Read full complaint
TL*THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING VARIOUS SPEEDS, THE VEHICLE HESITATES WHEN THE ACCELERATOR PEDAL IS DEPRESSED. THE FAILURE HAS BEEN OCCURRING EVER SINCE THE DEALER CHANGED THE COMPUTER IN THE INTERNAL ENGINE. THE CONTACT RECEIVED A NOTICE STATING THAT IT NEEDED TO BE CHANGED. THE DEALER STATED THAT THE VEHICLE WAS FINE, ALTHOUGH IT HAS BEEN IN THE REPAIR SHOP APPROXIMATELY THREE TIMES FOR THIS SAME ISSUE. THE FAILURE IS DUE TO THE COMPUTER MODULE, WHICH HAS CAUSED THE VEHICLE TO HAVE POOR FUEL MILEAGE. THE DEALER ACKNOWLEDGES THE FAILURE AND THE CONTACT BELIEVES IT IS A SAFETY ISSUE. THE FAILURE MILEAGE WAS 16,000 AND CURRENT MILEAGE WAS 23,000. UPDATED 8/10/09 *CN UPDATED 08/13/09.*JB
NHTSA ODI #10276274
1,000 miles · Jul 16, 2007
Engine And Engine CoolingPower Train
TL*THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING IN REVERSE AT 1 MPH, THE VEHICLE WENT INTO FAST IDLE MODE AND SUDDENLY LUNGED BACKWARDS. THE CONTACT SLAMMED ON THE BRAKE PEDAL IN ORDER TO STOP THE VEHICLE. THE DEALER STATED THAT THE VEHICLE WAS DESIGNED TO DO THIS AS A SELF-CLEANING PROCESS. THE CURRENT AND FAILURE MILE…
Read full complaint
TL*THE CONTACT OWNS A 2008 FORD F-250. WHILE DRIVING IN REVERSE AT 1 MPH, THE VEHICLE WENT INTO FAST IDLE MODE AND SUDDENLY LUNGED BACKWARDS. THE CONTACT SLAMMED ON THE BRAKE PEDAL IN ORDER TO STOP THE VEHICLE. THE DEALER STATED THAT THE VEHICLE WAS DESIGNED TO DO THIS AS A SELF-CLEANING PROCESS. THE CURRENT AND FAILURE MILEAGES WERE 1,000. UPDATED 02-01-08 *BF UPDATED 02/01/08 *TR
FORD IS RECALLING 64,754 MY 2008 F-250 AND F-350 SINGLE REAR WHEEL, 4X4, 156 INCH WHEEL BASE PICK UP TRUCKS EQUIPPED WITH A TWO PIECE DRIVE SHAFT FOR FAILING TO CONFORM TO THE FUEL SPILLAGE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 301, "FUEL SYSTEM INTEGRITY." DURING A 30 MPH FRONTAL IMPACT INTO A RIGID BARRIER, THE FUEL TANK CAN MOVE FORWARD AND CONTACT A FRAME CROSS MEMBER, POTENTIALLY CAUSING DAMAGE TO THE FUEL DELIVERY MODULE WHICH CAN RESULT IN FUEL SPILLAGE.
Consequence & remedy
Consequence: FUEL SPILLAGE, IN THE PRESENCE OF AN IGNITION SOURCE, COULD RESULT IN A FIRE.
Remedy: DEALERS WILL INSTALL A BRACKET ON THE AFFECTED VEHICLES FREE OF CHARGE. THE RECALL BEGAN ON MAY 23, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
FORD IS RECALLING 87,515 MY 2008 F250, F-350, F-450, AND F-550 VEHICLES FOR FAILING TO COMPLY WITH ALL THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 207, "SEATING SYSTEMS." SOME 40% SPLIT AND CAPTAIN'S CHAIR DRIVER'S SEATS, EQUIPPED WITH LUMBAR SUPPORTS, MAY HAVE IMPROPER WELDS AT THE JOINT OF THE SEAT BACK PIVOT BRACKET AND THE SEAT BACK FRAME.
Consequence & remedy
Consequence: IN THE EVENT OF A CRASH, THE SEAT SIDE PIVOT BRACKET MAY CRACK OR BREAK, INCREASING THE RISK OF INJURY TO THE SEAT OCCUPANT.
Remedy: DEALERS WILL ADD A REINFORCEMENT TO THE DRIVER'S SEAT BACK FRAME ON THE 40% SPLIT OR CAPTAIN'S CHAIR SEAT EQUIPPED WITH LUMBAR SUPPORT OR, IF NECESSARY, THE SEAT BACK FRAME WILL BE REPLACED. THE RECALL BEGAN ON MARCH 28, 2008. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
CERTAIN VEHICLES FAIL TO CONFORM TO THE REQUIREMENTS SPECIFIED IN FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.' THE DRIVER AIR BAG MODULE MAY NOT HAVE BEEN PROPERLY ASSEMBLED.
Consequence & remedy
Consequence: THIS CONDITION MAY PREVENT THE DRIVER AIR BAG FROM PROPERLY DEPLOYING AND REDUCE OCCUPANT PROTECTION IN THE EVENT OF A CRASH.
Remedy: DEALERS WILL REPLACE YOUR DRIVER AIR BAG MODULE FREE OF CHARGE. THE RECALL BEGAN ON NOVEMBER 20, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, EXCESSIVE TEMPERATURES IN THE DIESEL PARTICULATE FILTER IN THE EXHAUST SYSTEM MAY RESULT FROM EXCESS HYDROCARBONS IN THE EXHAUST.
Consequence & remedy
Consequence: LACK OF POWER OR ROUGH OPERATION, UNUSUAL NOISES FROM THE ENGINE OR EXHAUST, WHITE SMOKE FROM THE EXHAUST, AND POTENTIALLY A VISIBLE FLAME OUT THE TAILPIPE CAN OCCUR.
Remedy: DEALERS WILL REPROGRAM THE POWER TRAIN CONTROL MODULE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
ON CERTAIN TRUCKS EQUIPPED WITH A 6.4L DIESEL ENGINE, INSUFFICIENT CLEARANCE OF THE BATTERY POSITIVE (B+) WIRE TO THE RIGHT HAND SPLASH SHIELD BOLT MAY RESULT IN THE BATTERY B+ WIRE CONTACTING THE SPLASH SHIELD BOLT.
Consequence & remedy
Consequence: LONG TERM CONTACT COULD CAUSE WIRE CHAFE, RESULTING IN COPPER WIRE BEING EXPOSED. IF THIS CONDITION OCCURS, THE BATTERY B+ WIRE COULD SHORT TO GROUND INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSPECT THE BATTERY B+ WIRE LOCATION AND, IF NECESSARY, REPOSITION THE WIRE. THE RECALL BEGAN ON APRIL 3, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673.
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
1
PE13014 · 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
2008 Ford F-250 Problems, Complaints & Recalls | Skip That Year
Illustration